TY - RPRT AN - 01069772 AU - Federal Aviation Administration TI - Tri-State airport runway improvements, Huntington : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - West Virginia UR - https://trid.trb.org/view/829157 ER - TY - RPRT AN - 01069771 AU - Federal Aviation Administration TI - Columbus airport land acquisition : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - Nebraska UR - https://trid.trb.org/view/829156 ER - TY - RPRT AN - 01069767 AU - Federal Aviation Administration TI - Ingersoll airport runway construction : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - Illinois UR - https://trid.trb.org/view/829152 ER - TY - RPRT AN - 01069762 AU - Federal Aviation Administration TI - Oxford County regional airport runway and taxiway improvement, Oxford : environmental impact statement PY - 1972///Volumes held: Draft, Final KW - Environmental impact statements KW - Maine UR - https://trid.trb.org/view/829147 ER - TY - RPRT AN - 01069761 AU - Federal Aviation Administration TI - Panola County airport, Batesville : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - Mississippi UR - https://trid.trb.org/view/829146 ER - TY - RPRT AN - 01069760 AU - Federal Aviation Administration TI - Mississippi County airport ADAP : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - Missouri UR - https://trid.trb.org/view/829145 ER - TY - RPRT AN - 01069759 AU - Federal Aviation Administration TI - Bolton Field airport improvements, Columbus : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - Ohio UR - https://trid.trb.org/view/829144 ER - TY - RPRT AN - 01069758 AU - Federal Aviation Administration TI - Concord municipal airport runway and taxiway construction : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - New Hampshire UR - https://trid.trb.org/view/829143 ER - TY - RPRT AN - 01069756 AU - Federal Aviation Administration TI - Salt Lake City International Airport land acquisition and improvements : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/829141 ER - TY - RPRT AN - 01069755 AU - Federal Aviation Administration TI - Duplin County airport development : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/829140 ER - TY - RPRT AN - 01069752 AU - Federal Aviation Administration TI - Grant Municipal Airport runway construction, Perkins County : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - Nebraska UR - https://trid.trb.org/view/829137 ER - TY - RPRT AN - 01069746 AU - Federal Aviation Administration TI - Aitkin municipal airport improvements : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/829131 ER - TY - RPRT AN - 01069743 AU - Federal Aviation Administration TI - Cleveland airport development : environmental impact statement PY - 1972///Volumes held: Draft KW - Environmental impact statements KW - Ohio UR - https://trid.trb.org/view/829128 ER - TY - RPRT AN - 00155615 AU - ECKERT, R D AU - American Enterprise Institute for Public Policy Research TI - AIRPORTS AND CONGESTION: A PROBLEM OF MISPLACED SUBSIDIES PY - 1972 SP - 71 p. AB - Although federal airport subsidy programs have strong adherents, the case in favor of them is an uneasy one. The beneficiaries of these subsidies are mainly higher income groups. The is no reason to suppose that airports and aviation make a contribution to the nation's economic growth that is more important than many nonsubsidized industries. Airports also create costs in the form of noise, air, and water pollution which suggest that their activities might be taxed rather than subsidized. For the purpose of this paper, however, one of the most important arguments against subsidies is that they increase congestion rather than reduce it. Charging below-cost prices also creates new users who lobby in behalf of continuing subsidies. Recent court decisions indicate that the pricing of airport services is legal. Pricing systems could be of two kinds. The first would impose peak-hour landing fees. These fees would have to be adjusted from time to time according to a "trial-and-error" procedure until queues declined to desired levels. The second kind would create landing rights or slots that would be vested in current users and be fully transferable. This would allow higher-valued users to purchase slots from lower-valued users, and thus improve airport efficiency. The rights need not be given in perpetuity. They could be renewable permits granted for 3-year periods. Neither of these pricing systems is likely to present large problems in implementation. But some experience with their operation could be gained through experiments at two or three airports that might last up to three years. The experiments could be funded under the planning grant authority of Public Law 91-258. They would produce information on the nature of airport demand, the extent to which prices can reduce congestion, and any unforeseen problems in administration. KW - Airports KW - Consumers KW - Costs KW - Environmental impacts KW - Environmental quality KW - Federal assistance programs KW - Federal government KW - Federal programs KW - Finance KW - Landing KW - Peak periods KW - Subsidies KW - Traffic congestion KW - Users UR - https://trid.trb.org/view/49313 ER - TY - RPRT AN - 00155613 AU - Institute Transport Aerien TI - THE AIRPORT. ACCESS BY AIR AND LAND PY - 1972 SP - 190 p. AB - This symposium considered problems which are centered on the airport: on its setting, its location and its role. They are related to the characteristics of the air transportation industry and can be defined under six main headings: congestion, distance, number of airports, environment, cost and role. Congestion before and after the airport. The saturation of airspace and the congestion of surface links affect air transport in terms of time, regularity and financial costs. Compared with other transport media, they may also create a handicap if urban, suburban and regional extensions are not adequately drained and irrigated by convenient services. The dispersion of points and zones involved adds to the complexity. The increasing distance between cities and airports which are cut off from their economic and demographic context and lose in efficiency and integration in daily life what they gain from the technical viewpoint. An environment effected by disturbances - particularly noise -which are tolerated less and less. Increasing the number of airports, either to serve major cities or equip a region or country: diversification gives obvious advantages but poses problems concerning traffic distribution, operation and frequencies, investment and land acquisition. KW - Airport access KW - Airport capacity KW - Airport congestion KW - Airport location KW - Airport noise KW - Airport operations KW - Airport planning KW - Airports KW - Costs KW - Environment KW - Landside capacity KW - Location KW - Traffic congestion UR - https://trid.trb.org/view/49312 ER - TY - RPRT AN - 00090092 AU - Moses, R O AU - Blackstone, S L AU - Martin Marietta Corporation AU - Federal Aviation Administration TI - FILTER BELT OIL RECOVERY SYSTEM PY - 1971/12 SP - 308 p. AB - The results of a systems development program (Phase I) for preliminary design of a high seas oil recovery system are presented. Requirements were to project a system capable of recovering 2000 gpm of oil with a low water content. Oil would be recovered from the water surface by two continuous filter belts mounted in the center of a catamaran hull. The filter material retains oil but allows water to pass through freely. An additional oil/water separation system is not required. The system would include a 2000 gpm oil transfer system for offloading recovered oil. It may be used in conjunction with oil containment booms, floating oil storage bags, barges, or small tankers. The system would be designed to operate in waves up to 5 ft. average height. The system would be required to be transported by land vehicles or C-130 cargo aircraft. This report describes basic filter material performance testing, model basin testing, filter belt development, subsystem requirements definition, and preliminary design. KW - Belts KW - Filters KW - Manual safety belts KW - Oil spills KW - Performance KW - Performance engineering KW - Test procedures KW - Water pollution UR - https://trid.trb.org/view/23531 ER - TY - RPRT AN - 00155597 AU - Federal Highway Administration AU - Peat, Marwick, Mitchell and Company TI - AIRPORT ACCESS - A PLANNING GUIDE PY - 1971/10 SP - 20 p. AB - The organization and financing of airport access studies appear to be unique in each application. Financing sources range from the Federal Government with support from communities or local transportation agencies to the airport owner/operator. Regardless of the source of financing, a consistent and broad set of goals and objectives should be defined and analyses undertaken to evaluate the impacts of system and operational alternatives on the users, the community, and the organizations involved. Unless the financial implications and potential benefits are clearly defined, it will be difficult to implement the recommendations. Even a clear or reasonably accurate statement of impacts will not guarantee implementation, since the value structure of the private or public sector agencies, as measured by the definition of priorities and allocation of revenues, are influenced by institutional factors and may be different than the values structures of the community at large. Also, budgeting or resource-allocation considerations of potential implementing agencies may span a broader or different set of objectives. This set may be completely consistent with the role of the implementing agencies. KW - Airport access KW - Alternatives analysis KW - Financing KW - Impacts KW - Landside capacity KW - Resource allocation UR - https://trid.trb.org/view/49298 ER - TY - RPRT AN - 00091282 AU - Dunlay, WJJ AU - Federal Aviation Administration TI - A STOCHASTIC MODEL OF CONTROLLED AIRWAY TRAFFIC PY - 1971/10 SP - 55 p. AB - The model presented in this paper may be used to estimate the expected number of overtake, crossing and merging conflicts at one flight level of an airway network. In addition, procedures are described for estimating the workload and saturation capacities of the network. A number of simplifying assumptions facilitate the analysis. Among these are (1) poisson arrival processes at all points, (2) constant aircraft velocities, and (3) aircraft paths that are coincident with charted airways, or otherwise predictable straight line segments. Each conflict model is essentially a conditional probability model given a particular pair of aircraft types which is then summed up over all possible aircraft-type pairs to obtain the unconditional conflict probabilities. A discussion of possible extensions of the model is included at the end of the report. KW - Air traffic KW - Air traffic control KW - Capacity quantity KW - Civil aviation KW - Classification KW - Conflict (Psychology) KW - Flight paths KW - Forecasting KW - Mathematical models KW - Mathematical prediction KW - Networks KW - Probability KW - Stochastic processes UR - https://trid.trb.org/view/24087 ER - TY - RPRT AN - 00090151 AU - ohio University, Athens AU - Federal Aviation Administration TI - INSTRUMENT LANDING SYSTEM IMPROVEMENT PROGRAM PY - 1971/10 SP - 186 p. AB - Results of ILS improvement studies performed at Ohio University are reported. The report is divided into sections ILS Glide Slope and ILS Localizer. Some of the topics treated under ILS Glide Slope are terrain effects and terrain grading criteria, snow effects, development of a directional glide slope antenna with integral monitoring, siting problems at specific sites, and introductory work on reflections from large aircraft. The main topics treated under ILS Localizer are suppression of parasitics in the Scanwell localizer, study of augmentation of clearance generated by the Scanwell localizer, performance of the Scanwell array and three types of monitor under localizer fault conditions, reflection of localizer signals from hangars and from large aircraft, and preliminary work on design of a localizer array which produces clearance within a 35 degrees sector only. KW - Attenuation KW - Directional antennas KW - Glide path systems KW - Instrument landing systems KW - Monitoring KW - Radio transmission KW - Scattering KW - Transmission UR - https://trid.trb.org/view/23558 ER - TY - RPRT AN - 00203770 AU - Federal Aviation Administration TI - GROVE CITY AIRPORTS, GROVE CITY PENNSYLVANIA. FINAL ENVIRONMENTAL IMPACT STATEMENT PY - 1971/10 SP - 25 p. AB - THE PROJECT PROPOSES TO ACQUIRE LAND FOR AIRPORT DEVELOPMENT TO CONSTRUCT RUNWAYS AND TAXIWAYS TERMINAL APRON AND TAXIWAY TURNAROUNS; TO CONSTRUCT ACCESS ROADS; TO INSTALL MEDIUM INTENSITY LIGHTING SYSTEM INCLUDING VASL, STUB TAXIWAY LIGHTING AND ROTATING BEACON, AND LIGHTED WIND CONE AND SEGMENTED CIRCLE. THE PROPOSED DEVELOPMENT WILL PROVIDE A PAVED AND LIGHTED AIRPORT, WHICH WILL ENHANCE THE OVERALL ECONOMY OF THE AREA SERVED AND IMPROVED THE INDUSTRIAL AND COMMERCIAL GROWTH OF THE COMMUNITY. /AUTHOR/GRA/ KW - Airport runways KW - Airports KW - Development KW - Economic benefits KW - Economic development KW - Industries KW - Intermodal terminals KW - Lightning KW - Taxiways KW - Trade UR - https://trid.trb.org/view/95523 ER - TY - RPRT AN - 00203771 AU - Federal Aviation Administration TI - SANTA BARBARA MUNICIPAL AIRPORT, SANTA BARBARA, CALTFORNIA: ENVIRONMENTAL IMPACT STATEMENT PY - 1971/10 SP - 127 p. AB - THE PROJECT PROPOSES TO CONSTRUCT A PORTION OF A PARALLEL TAXIWAY TO SERVE THE MAIN INSTRUMENT RUNWAY AT THE MUNICIPAL AIRPORT. THE PROPOSED TAXIWAY IMPROVEMENT IS NOT EXPECTED TO AFFECT THE ENVIRONMENT OF THE SURROUNDING AREA OR HINDER THE ECOLOGICAL BALANCE OF GOLETA SLOUGH. /AUTHOR(GRA)/ KW - Airport runways KW - Airports KW - Construction KW - Environmental impacts KW - Taxiways UR - https://trid.trb.org/view/95525 ER - TY - RPRT AN - 00226631 AU - Obrien, P J AU - National Aviation Facilities Experimental Center TI - A DYNAMIC SIMULATION STUDY OF AIR TRAFFIC CAPACITY IN THE SAN FRANCISCO BAY TERMINAL AREA PY - 1971/08 SP - 114 p. AB - A DYNAMIC SIMULATION OF AIR TRAFFIC OPERATIONS IN THE SAN FRANCISCO BAY TERMINAL AREA WAS CONDUCTED TO DETERMINE AIR TRAFFIC CAPACITY ESTIMATES WHEN SEVERAL DIFFERENT AIRPORT EXPANSION PLANS WERE IMPLEMENTED. CAPACITY ESTIMATES WERE MADE FOR THE FOLLOWING SEPARATE CONDITIONS: FIRST, THE PRESENT DAY SYSTEM SLIGHTLY MODIFIED TO ACCOMMODATE AN INCREASED VOLUME OF TRAFFIC; SECOND, WITH THE OPERATION OF AN ADDITIONAL RUNWAY AT SAN FRANCISCO AIRPORT; THIRD, WITH THE OPERATION OF AN ADDITIONAL RUNWAY AT OAKLAND AIRPORT; AND FOURTH, WITH THE OPERATION OF A NEW MULTIPARALLEL RUNWAY AIRPORT LOCATED NEAR THE SOUTH END OF SAN FRANCISCO BAY AND WITHOUT THE EXPANSION TO EITHER SAN FRANCISCO OR OAKLAND AIRPORTS. AN ESTIMATE WAS ALSO MADE OF THE TOTAL SYSTEM CAPACITY WHEN ALL AIRPORT EXPANSIONS WERE IMPLEMENTED. /AUTHOR/ (GRA) KW - Air traffic KW - Air traffic forecasts KW - Airport capacity KW - Airport planning KW - Airport runways KW - Airspace capacity KW - Development KW - Expansion KW - Forecasting KW - Highway capacity KW - Metropolitan Oakland International Airport KW - Parallel runways KW - Parallel taxiways KW - San Francisco International Airport KW - Simulation KW - Taxiways KW - Traffic simulation UR - https://trid.trb.org/view/112979 ER - TY - RPRT AN - 01351688 AU - Mohler, Stanley R AU - Gerathewohl, Siegfried J AU - Federal Aviation Administration TI - Civil Aeromedical Standards for General-Use Aerospace Transportation Vehicles: The Space-Shuttle Follow-on PY - 1971/07/01/OAM Report SP - 8p AB - Second-generation general-use aerospace transportation vehicles will evolve, and aerospace medical specialists must provide timely medical criteria for (a) occupant selection, (b) vehicle design features, and (c) operational guidelines. Incorporation of this aeromedical data will result in (1) enhanced mission success and mission efficiency, and (2) minimized opportunity for mission failure, accidents, and long-range adverse consequences due to human factor deficiencies. The data include medical standards for the occupants plus standards for oxygen, nitrogen, carbon dioxide and monoxide, humidity, heat, water vapor, internal noise, radiation and other items. KW - Aerospace engineering KW - Civil engineering KW - Guidelines KW - Human factors engineering KW - London Orbital Motorway KW - Medical services KW - Space shuttles KW - Vehicle design UR - http://ntl.bts.gov/lib/39000/39100/39167/AM71-33.pdf UR - https://trid.trb.org/view/1114749 ER - TY - RPRT AN - 01351732 AU - Smith, Roger C AU - FAA Civil Aeromedical Institute AU - Federal Aviation Administration TI - Personality Assessment in Aviation: An Analysis of the Item Ambiguity Characteristics of the 16PF and MMPI PY - 1971/07//OAM Report SP - 8p AB - Devices such as the 16PF and MMPI have been widely employed in the evaluation of personnel in aviation settings. The present study investigated the problem of item ambiguity (the degree to which an item elicits multiple interpretation) which may limit the utility of such devices when used in screening procedures.Subjects completed either the 16PF or the MMPI while concurrently rating each item on a five-point ambiguity scale. The ambiguity for each item was determined and the relationship between ambiguity and sex of the respondent, the individual factor scales, and the scores of subjects on the scales were considered. The implications of the findings for the item construction and use of the tests in various applications were discussed. KW - Ambiguity resolution KW - Aviation KW - Evaluation and assessment KW - Gender KW - Human factors KW - Personality KW - Psychological aspects UR - http://ntl.bts.gov/lib/39000/39100/39169/AM71-35.pdf UR - https://trid.trb.org/view/1114753 ER - TY - RPRT AN - 01351660 AU - Cobb, Bart B AU - Lay, Carolyn D AU - Bourdet, Nancy M AU - FAA Civil Aeromedical Institute AU - Federal Aviation Administration TI - The Relationship between Chronological; Age and Aptitude Test Measures of Advanced-Level Air traffic Control Trainees PY - 1971/07//OAM Report SP - 32p AB - This study examined the interrelationships of age, aptitude measures, and training performance scores for 710 men who entered basic air traffic control (ATC) training at the Federal Aviation Administration (FAA) academy during November 1968 through March 1970. They ranged in age from 21 to 52 years, but less than 12% were over the age of 40. More of the subjects were former military controllers who possessed sufficient prior ATC experience to be (a) selected for training with an exemption from a qualifying aptitude index and (b) appointed to trainee status with higher-than-normal pay grades. Age correlated negatively with 21 of the 22 aptitude measures and with training grades. On most tests, performance means of subjects over age 34 were significantly lower than those obtained for the younger trainees,and their attrition rate for the training course was three times that of their younger classmates. Only one of the 22 aptitude measures failed to correlate positively with the training grades. The results indicated that greater effectiveness in screening such applicants could be attained if eligibility standards were modified to include considerations of both age and aptitudes. KW - Age KW - Air traffic control KW - Air traffic controllers KW - Aptitude KW - Personnel performance KW - Tests KW - Training UR - http://ntl.bts.gov/lib/39000/39100/39170/AM71-36.pdf UR - https://trid.trb.org/view/1114814 ER - TY - RPRT AN - 00200611 AU - Federal Aviation Administration TI - OPERATIONS UNDER THE AIRPORT AND AIRWAY DEVELOPMENT ACT PY - 1971/06/30 SP - 46 p. AB - THE AIRPORTS PROGRAM IS BASED PRIMARILY ON THE PROVISIONS OF THE AIRPORT AND AIRWAY DEVELOPMENT ACT OF 1970 (PUBLIC LAW 91-258) ENACTED ON 21 MAY 1970. PRINCIPAL ACTIVITIES OF THIS PROGRAM INCLUDE: PREPARATION OF A NATIONAL AIRPORT SYSTEM PLAN; ADMINISTERING PROGRAMS OF GRANTS-IN-AID FOR AIRPORT PLANNING AND AIRPORT DEVELOPMENT; DEVELOPMENT AND APPLICATION OF AIRPORT PLANNING, ENGINEERING, AND SAFETY STANDARDS; AIRPORT CERTIFICATION AND INSPECTION FOR SAFETY OF OPERATIONS; FIELD COLLECTION OF INFORMATION FOR THE AIRPORT DATA PROGRAM; PARTICIPATION IN TRANSFER OF FEDERAL LAND AND PROPERTY FOR CIVIL AIRPORT USE; AND THE PROGRAM FOR ASSURING COMPLIANCE AND ENFORCEMENT OF AIRPORT AGREEMENTS. /AUTHOR/ KW - Airports KW - Development KW - Laws KW - Programs KW - Safety UR - https://trid.trb.org/view/89571 ER - TY - RPRT AN - 00226628 AU - Federal Aviation Administration TI - SYSTEM DESIGN FOR AN ALL WEATHER AIRPORT SURFACE TRAFFIC SYSTEM PY - 1971/04/26 SP - 135 p. AB - THE DESIGN REQUIREMENTS AND DEVELOPMENT PLAN FOR AN ALL WEATHER SYSTEM FOR CONTROLLING AIRPORT SURFACE TRAFFIC ARE PRESENTED. THE STAGES IN PROGRESSING FROM THE CURRENT SYSTEM FOR CONTROLLING AIRPORT SURFACE TRAFFIC TO AN ALL WEATHER SYSTEM ARE DESCRIBED AND INCLUDE: EXISTING SYSTEM, VISUAL SIGNALLING, DETECTION, ALARM/PRIORITY LOGIC, COMPUTER PROCESSING, AND REDUCED VISIBILITY GUIDANCE AND 1269545 TRAFFIC CONTROL SYSTEMS KW - Airports KW - Design KW - Design features KW - Detection and identification KW - Detectors KW - Guidance KW - Information processing KW - Traffic control KW - Weather UR - https://trid.trb.org/view/112976 ER - TY - RPRT AN - 00092083 AU - Federal Aviation Administration AU - National Aeronautics and Space Administration TI - MEASUREMENT OF RUNWAY FRICTION CHARACTERISTICS ON WET, ICY OR SNOW COVERED RUNWAYS PY - 1971/04/01 SP - 26 p. AB - Three methods of measuring runway friction characteristics are described and possible usage of the data obtained is indicated. The information presented reflects the current state-of-the-art for measurement and classification of the relative slipperiness of runway surfaces. The three methods described include: (1) The diagonal-braked vehicle test method for measuring stopping distances on paved surfaces, (2) the Mu Meter method for evaluating runway surface characteristics, and (3) the James Brake Decelerometer method for determining runway slipperiness in the form of a friction coefficient. KW - Acceptability KW - Acceptance KW - Airport runways KW - Equipment tests KW - Friction KW - Ice KW - Military facilities KW - Moisture content KW - Pavements KW - Skidding KW - Snow KW - State of the art KW - Surfaces KW - Test equipment KW - Test procedures UR - https://trid.trb.org/view/28824 ER - TY - RPRT AN - 01513857 AU - United States Federal Aviation Administration TI - Grove municipal airport land acquisition and runway and taxiway construction : environmental impact statement PY - 1971///Volumes held: Final KW - Environmental impact statements KW - Oklahoma UR - https://trid.trb.org/view/1298181 ER - TY - RPRT AN - 01513855 AU - United States Federal Aviation Administration TI - Jesup-Wayne County Airport land acquisition and runway improvements : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Georgia UR - https://trid.trb.org/view/1298179 ER - TY - RPRT AN - 01513854 AU - United States Federal Aviation Administration TI - Carrizozo municipal airport runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - New Mexico UR - https://trid.trb.org/view/1298178 ER - TY - RPRT AN - 01513853 AU - United States Federal Aviation Administration TI - Redding municipal airport land acquisition : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/1298177 ER - TY - RPRT AN - 01513852 AU - United States Federal Aviation Administration TI - Albert Lea municipal airport expansion : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/1298176 ER - TY - RPRT AN - 01513851 AU - United States Federal Aviation Administration TI - Salisbury-Wicomico County airport land acquisition : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Maryland UR - https://trid.trb.org/view/1298175 ER - TY - RPRT AN - 01513850 AU - United States Federal Aviation Administration TI - Wahoo municipal airport runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/1298174 ER - TY - RPRT AN - 01513849 AU - United States Federal Aviation Administration TI - Lawrence Township municipal airport land acquisition and runway extension, Clearfield : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/1298173 ER - TY - RPRT AN - 01513848 AU - United States Federal Aviation Administration TI - Clarion County airport, new airport : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/1298172 ER - TY - RPRT AN - 01512971 AU - United States Federal Aviation Administration TI - Calhoun County airport, new airport, Pittsboro : environmental impact statement PY - 1971///Volumes held: Draft(in F), Final KW - Environmental impact statements KW - Mississippi UR - https://trid.trb.org/view/1297295 ER - TY - RPRT AN - 01512970 AU - United States Federal Aviation Administration TI - Lonesome Pine airport runway extension, Wise County : environmental impact statement PY - 1971///Volumes held: Final KW - Environmental impact statements KW - Virginia UR - https://trid.trb.org/view/1297294 ER - TY - RPRT AN - 01512968 AU - United States Federal Aviation Administration TI - Rexburg-Madison County airport runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Idaho UR - https://trid.trb.org/view/1297292 ER - TY - RPRT AN - 01512966 AU - United States Federal Aviation Administration TI - Truckee-Tahoe airport land acqusisition and runway improvements : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/1297290 ER - TY - RPRT AN - 01512965 AU - United States Federal Aviation Administration TI - Dothan airport runway improvements and extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Alabama KW - Environmental impact statements UR - https://trid.trb.org/view/1297289 ER - TY - RPRT AN - 01512961 AU - United States Federal Aviation Administration TI - Terry County airport runway resurfacing and extension, Brownsville : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Texas UR - https://trid.trb.org/view/1297285 ER - TY - RPRT AN - 01512960 AU - United States Federal Aviation Administration TI - Memphis International Airport runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Tennessee UR - https://trid.trb.org/view/1297284 ER - TY - RPRT AN - 01512957 AU - United States Federal Aviation Administration TI - New Holstein municipal airport upgrading runway pavement : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Wisconsin UR - https://trid.trb.org/view/1297281 ER - TY - RPRT AN - 01512037 AU - United States Federal Aviation Administration TI - Alma/Bacon County airport land acqusition and runway construction : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Georgia UR - https://trid.trb.org/view/1296361 ER - TY - RPRT AN - 01512036 AU - United States Federal Aviation Administration TI - Batesville airport land acquisition, runway and taxiway construction : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Arkansas KW - Environmental impact statements UR - https://trid.trb.org/view/1296360 ER - TY - RPRT AN - 01512034 AU - United States Federal Aviation Administration TI - Allentown/Bethlehem/Easton airport land acquisition and runway extension, Allentown : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/1296358 ER - TY - RPRT AN - 01512033 AU - United States Federal Aviation Administration TI - Gettysburg municipal airport land acquisition and runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - South Dakota UR - https://trid.trb.org/view/1296357 ER - TY - RPRT AN - 01512027 AU - United States Federal Aviation Administration TI - Pierre municipal airport runway upgrading : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - South Dakota UR - https://trid.trb.org/view/1296351 ER - TY - RPRT AN - 01511118 AU - United States Federal Aviation Administration TI - Jekyll Island airport runway-taxiway extension, Glynn County : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Georgia UR - https://trid.trb.org/view/1295442 ER - TY - RPRT AN - 01511117 AU - United States Federal Aviation Administration TI - Mission Field runway extension, Livingston : environmental impact statement PY - 1971///Volumes held: Draft, F KW - Environmental impact statements KW - Montana UR - https://trid.trb.org/view/1295441 ER - TY - RPRT AN - 01511116 AU - United States Federal Aviation Administration TI - Kent County airport runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Michigan UR - https://trid.trb.org/view/1295440 ER - TY - RPRT AN - 01511115 AU - United States Federal Aviation Administration TI - Iowa Falls municipal airport land acquisition and runway construction : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Iowa UR - https://trid.trb.org/view/1295439 ER - TY - RPRT AN - 01511114 AU - United States Federal Aviation Administration TI - Colby municipal airport runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Kansas UR - https://trid.trb.org/view/1295438 ER - TY - RPRT AN - 01511113 AU - United States Federal Aviation Administration TI - Henryetta municipal airport runway extension and reconstruction : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Oklahoma UR - https://trid.trb.org/view/1295437 ER - TY - RPRT AN - 01511112 AU - United States Federal Aviation Administration TI - Martin County airport runway extension, Williamstown : environmental impact statement PY - 1971///Volumes held: Final KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/1295436 ER - TY - RPRT AN - 01511111 AU - United States Federal Aviation Administration TI - Pender municipal airport, new airport : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/1295435 ER - TY - RPRT AN - 01510200 AU - United States Federal Aviation Administration TI - Jefferson Davis airport, new airport, Prentiss : environmental impact statement PY - 1971///Volumes held: Draft(in F), Final, Final(microfiche) KW - Environmental impact statements KW - Mississippi UR - https://trid.trb.org/view/1294524 ER - TY - RPRT AN - 01510199 AU - United States Federal Aviation Administration TI - Capital Airport runway relocation, Springfield : environmental impact statement PY - 1971///Volumes held: Draft, F KW - Environmental impact statements KW - Illinois UR - https://trid.trb.org/view/1294523 ER - TY - RPRT AN - 01510198 AU - United States Federal Aviation Administration TI - Reidsville airport, new airport : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Georgia UR - https://trid.trb.org/view/1294522 ER - TY - RPRT AN - 01510196 AU - United States Federal Aviation Administration TI - Savannah municipal airport long term development : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Georgia UR - https://trid.trb.org/view/1294520 ER - TY - RPRT AN - 01510195 AU - United States Federal Aviation Administration TI - Great Falls International Airport runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Montana UR - https://trid.trb.org/view/1294519 ER - TY - RPRT AN - 01510194 AU - United States Federal Aviation Administration TI - Cambridge municipal airport land acquisition : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/1294518 ER - TY - RPRT AN - 01510193 AU - United States Federal Aviation Administration TI - Carson airport land acquisition and runway extension, Carson City : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Nevada UR - https://trid.trb.org/view/1294517 ER - TY - RPRT AN - 01510192 AU - United States Federal Aviation Administration TI - Goldsboro/Wayne municipal airport land reimbursement and improvements : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/1294516 ER - TY - RPRT AN - 01510191 AU - United States Federal Aviation Administration TI - Loup City municipal airport, new airport : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/1294515 ER - TY - RPRT AN - 01510189 AU - United States Federal Aviation Administration TI - Lancaster County airport ADAP, Lancaster : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - South Carolina UR - https://trid.trb.org/view/1294513 ER - TY - RPRT AN - 01509309 AU - United States Federal Aviation Administration TI - Atlanta airport loop road construction, drainage system, Clayton/Fulton counties : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Georgia UR - https://trid.trb.org/view/1293633 ER - TY - RPRT AN - 01509308 AU - United States Federal Aviation Administration TI - Walker Field runway extension, Grand Junction : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Colorado KW - Environmental impact statements UR - https://trid.trb.org/view/1293632 ER - TY - RPRT AN - 01509307 AU - United States Federal Aviation Administration TI - Bonifay airport new runway construction and land reimbursement : environmental impact statement PY - 1971///Volumes held: Draft(in F), Final KW - Environmental impact statements KW - Florida UR - https://trid.trb.org/view/1293631 ER - TY - RPRT AN - 01509306 AU - United States Federal Aviation Administration TI - Mankato municipal airport expansion : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/1293630 ER - TY - RPRT AN - 01509304 AU - United States Federal Aviation Administration TI - Minot International Airport land acquisition and runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - North Dakota UR - https://trid.trb.org/view/1293628 ER - TY - RPRT AN - 01509302 AU - United States Federal Aviation Administration TI - Ogallala municipal airport, new airport : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/1293626 ER - TY - RPRT AN - 01509301 AU - United States Federal Aviation Administration TI - Pickens County airport runway extension, Liberty : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - South Carolina UR - https://trid.trb.org/view/1293625 ER - TY - RPRT AN - 01508405 AU - United States Federal Aviation Administration TI - Murray Field runway extension, Eureka : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/1292729 ER - TY - RPRT AN - 01508402 AU - United States Federal Aviation Administration TI - Broken Bow municipal airport land acquisition : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/1292726 ER - TY - RPRT AN - 01508401 AU - United States Federal Aviation Administration TI - Salt Lake City airport land acquisition and runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/1292725 ER - TY - RPRT AN - 01508399 AU - United States Federal Aviation Administration TI - Reading municipal airport runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/1292723 ER - TY - RPRT AN - 01508396 AU - United States Federal Aviation Administration TI - Plattsmouth municipal airport, new airport : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/1292720 ER - TY - RPRT AN - 01507434 AU - United States Federal Aviation Administration TI - Pine Belt Regional Airport (proposed), Laurel and Hattiesburg : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Mississippi UR - https://trid.trb.org/view/1291758 ER - TY - RPRT AN - 01507433 AU - United States Federal Aviation Administration TI - Fostoria metropolitan airport, new airport : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Ohio UR - https://trid.trb.org/view/1291757 ER - TY - RPRT AN - 01507432 AU - United States Federal Aviation Administration TI - Russell Field runway improvements, Rome : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Georgia UR - https://trid.trb.org/view/1291756 ER - TY - RPRT AN - 01507430 AU - United States Federal Aviation Administration TI - Anaconda airport turf runway construction : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Montana UR - https://trid.trb.org/view/1291754 ER - TY - RPRT AN - 01507429 AU - United States Federal Aviation Administration TI - Fulton/Itawamba County airport, new airport : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Mississippi UR - https://trid.trb.org/view/1291753 ER - TY - RPRT AN - 01507428 AU - United States Federal Aviation Administration TI - Ortonville municipal airport runway improvements : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/1291752 ER - TY - RPRT AN - 01507427 AU - United States Federal Aviation Administration TI - Houghton County Memorial Airport reconstruction : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Michigan UR - https://trid.trb.org/view/1291751 ER - TY - RPRT AN - 01507426 AU - United States Federal Aviation Administration TI - Ryan Airport runway reconstruction, Baton Rouge : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Louisiana UR - https://trid.trb.org/view/1291750 ER - TY - RPRT AN - 01507424 AU - United States Federal Aviation Administration TI - Ashtabula County airport land acquisition and runway extension : environmental impact statement PY - 1971///Volumes held: Final KW - Environmental impact statements KW - Ohio UR - https://trid.trb.org/view/1291748 ER - TY - RPRT AN - 01507423 AU - United States Federal Aviation Administration TI - Brewster Field/Holdrege municipal airport runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/1291747 ER - TY - RPRT AN - 01507422 AU - United States Federal Aviation Administration TI - Hastings municipal airport land acquisition and construction : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/1291746 ER - TY - RPRT AN - 01507421 AU - United States Federal Aviation Administration TI - Tecumseh municipal airport land acquisition : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/1291745 ER - TY - RPRT AN - 01507420 AU - United States Federal Aviation Administration TI - Wayne Wonderland Airport land acquisition and runway extension, Loa : environmental impact statement PY - 1971///Volumes held: Draft, F KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/1291744 ER - TY - RPRT AN - 01507419 AU - United States Federal Aviation Administration TI - Maury County regional airport land acquisition and runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Tennessee UR - https://trid.trb.org/view/1291743 ER - TY - RPRT AN - 01507418 AU - United States Federal Aviation Administration TI - Norfolk regional airport land acquisition and runway extensions : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Virginia UR - https://trid.trb.org/view/1291742 ER - TY - RPRT AN - 01454132 AU - Federal Aviation Administration TI - The Eagle-Eyed Pilot (Video) PY - 1971 AB - This video stresses that a pilot's vision and flight safety go hand-in-hand. It acquaints the general aviation pilot with the physiology of pilot vision, particularly highlighting the limitations of the eye in flight and factors that can affect and impair sight and safety while airborne. KW - Air pilots KW - Aviation safety KW - Eye KW - General aviation KW - Vision UR - http://www.youtube.com/watch?v=DRsw_cUl8CM UR - https://trid.trb.org/view/1222789 ER - TY - RPRT AN - 01161611 AU - Federal Aviation Administration TI - Lexington municipal airport, new airport : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Mississippi UR - https://trid.trb.org/view/922595 ER - TY - RPRT AN - 01069868 AU - Federal Aviation Administration TI - Harlingen airport runway extension : environmental impact statement PY - 1971///Volumes held: Draft, Final KW - Environmental impact statements KW - Texas UR - https://trid.trb.org/view/829253 ER - TY - RPRT AN - 01069846 AU - Federal Aviation Administration TI - Republic Airport runway extension transfer, Farmingdale : environmental impact statement PY - 1971///Volumes held: Draft KW - Environmental impact statements KW - New York (State) UR - https://trid.trb.org/view/829231 ER - TY - RPRT AN - 01069783 AU - Federal Aviation Administration TI - Fairfax County airport, new airport : environmental impact statement PY - 1971///Volumes held: Draft KW - Environmental impact statements KW - Virginia UR - https://trid.trb.org/view/829168 ER - TY - RPRT AN - 00911855 AU - Federal Aviation Administration TI - STAFF STUDY: CIVIL AERONAUTICAL PRODUCTION, CALENDAR YEAR 1968.. T2 - CIVIL AERONAUTICAL PRODUCTION. PY - 1971 AB - No abstract provided. KW - Air transportation UR - https://trid.trb.org/view/585464 ER - TY - JOUR AN - 00407652 JO - GA-20-85 -UNTRACED SERIES PB - Federal Aviation Administration AU - DAY, B A AU - Federal Aviation Administration TI - THE AFRO-AMERICAN AIRMAN IN WORLD WAR II PY - 1971 SP - 1 p. AB - No abstract provided. KW - African Americans KW - Air pilots KW - History KW - United States KW - World War, 1939-1945 UR - https://trid.trb.org/view/224330 ER - TY - RPRT AN - 00402092 AU - Federal Aviation Administration TI - AVIATION'S ENVIRONMENTAL ACTION REPORT. COMPILATION OF THE NEWSPAPER, RADIO AND TELEVISION COVERAGE OF THE VARIOUS RELEASES AND DEMONSTRATI PY - 1971 SP - 89 p. AB - No abstract provided. KW - Aircraft exhaust gases KW - United States UR - https://trid.trb.org/view/215388 ER - TY - RPRT AN - 00155616 AU - Northeastern Illinois Planning Commission TI - METROPOLITAN AIRCRAFT NOISE ABATEMENT POLICY STUDY, O'HARE INTERNATIONAL AIRPORT, CHICAGO, ILLINOIS PY - 1971 SP - 118 p. AB - At Chicago's O'Hare two runways built since 1965 will enlarge the noise-impacted area to include the homes of half a million persons by 1975. Land use strategies in this short time can only limit the 58,000 persons which residential construction trends would bring into the noise-impacted area by 1975. Operational changes plus acoustical lining of existing aircraft engine nacelles might reduce the impacted population to 190,000. Operational changes plus new engines of quieter design might cut the impacted population to 140,000--less than half of the 1965 number. Motel builders successfully have limited airport noise by adding 20 to 30 percent to construction costs for soundproofing. These techniques are feasible for new multiple-family dwellings in the moderately noise-impacted area, but not in the heavily noise-impacted area, and not for single-family dwellings. Local building codes legally could require soundproofing performance standards for new rental buildings but not for existing owner-occupied dwellings. One solution for two neighborhoods at the runways' edge might be to remove the dwellings and redevelop the land for commerce and industry. Proposed expansion of the airport grounds will remove some of the most noise-impacted vacant land from the market. So will the proposed Elgin-O'Hare Freeway, and the projected growth of industry and commerce. Thirty-nine million dollars should be spent to acquire six noise-impacted sites for regional open space, including flood reservoirs, golf courses, and cemeteries. Moderately noise-impacted land is also suitable for neighborhood playgrounds and ballparks. A regional airport systems plan should be drawn as the first step toward publishing noise forecast maps for all airports in the eight-county bistate region of northeastern Illinois-northwestern Indiana. Zoning could forestall noise impact problems around any future jetport, if land use controls can be coordinated on a regional basis. KW - Aircraft noise KW - Airport noise KW - Airport runways KW - Chicago O'Hare International Airport KW - Damping (Engineering) KW - Engine design KW - Engines KW - Environmental impact analysis KW - Environmental impacts KW - Housings KW - Land use KW - Nacelles KW - Noise control KW - Noise reduction KW - Vehicle design UR - https://trid.trb.org/view/49314 ER - TY - JOUR AN - 00155586 JO - AIRPORT SERVICES MANAGEMENT AU - Lakewood Publications TI - PASSENGER GROUND TRANSIT SYSTEMS PY - 1970/08 VL - 10 IS - 8 SP - p. 24-27 AB - Three new ground transit systems are described: automatic shuttle trains; prototype capsule-type vehicles; and moving walkways. The shuttle train system at Tampa International Airport incorporates a passenger transfer system which connects the main Landside building with the outlying Airside building where gate check-in, passenger holding and related ramp functions are conducted. A prototype overhead monorail system installed at Dallas/Fort Worth airport, consists of individual cars holding 14 passengers or up to 6,000 pounds of baggage operating along almost a mile of elevated track between the parking lot and terminal lobby. Two other systems being evaluated at the same airport, consist of small passenger transfer modules, containerized air cargo modules will be loaded and unloaded from aircraft by automated transfer systems. A conveyor system is described which can handle 22,000 passengers an hour over distances ranging from 1000 ft. to several miles. KW - Airport access KW - Automatic train operation KW - Conveyors KW - Dallas-Fort Worth International Airport KW - Elevated guideways KW - Ground transportation KW - Landside capacity KW - Passengers KW - People movers KW - Railroad bridges KW - Shuttle service UR - https://trid.trb.org/view/52598 ER - TY - RPRT AN - 00155566 AU - Kiernam, J AU - Institute for Defense Analyses TI - BIBLIOGRAPHY ON AIR TRAVEL AND ASSOCIATED GROUND TRANSPORTATION PY - 1970/06 SP - 43 p. AB - This bibliography is intended to provide background reading for a study performed by IDA for the Office of Research of the Urban Mass Transportation Administration of the U.S. Department of Transportation. In keeping with the focus of the IDA Study, S-351, Intra-Airport Transportation systems: An Examination of Technology and Evaluation Methodology, a survey of documents and articles was made to help identify current data and studies relating to air travel demand projections, alternative airport configurations, flow patterns and rates, and available or potential ground transportation concepts, systems, and components. This bibliography covers the subject areas up to August 1969. KW - Air traffic KW - Air traffic forecasts KW - Airport design KW - Airports KW - Bibliographies KW - Forecasting KW - Intermodal terminals KW - Intra airport transit KW - Landside capacity KW - Passenger terminals KW - Structural design KW - Terminal facilitation KW - Travel demand UR - https://trid.trb.org/view/49276 ER - TY - RPRT AN - 00073998 AU - Federal Aviation Administration TI - THE NATIONAL AVIATION SYSTEM PLAN - TEN YEAR PLAN - 1971-1980 PY - 1970/05 AB - Orderly development of an adequate system of airways facilities and airports is essential if the demands of our rapidly growing aviation industry are to be satisfied. This, the second annual edition of the National Aviation Plan, is the Federal Aviation Administration's long-range plan for that development. It consists of the National Aviation System Policy Summary and the 1970 National Aviation System Plan, which cover the period 1971 through 1980. KW - Air transportation KW - Government policies KW - National Aviation System KW - Policy UR - https://trid.trb.org/view/24589 ER - TY - RPRT AN - 00074089 AU - Federal Aviation Administration TI - R AND D PLAN TO INCREASE AIRPORT AND AIRWAY SYSTEM CAPACITY PY - 1970/05 AB - The purpose of the research and development activity described is to achieve the national goal of providing an air transportation system for all categories of aviation commensurate with projected growth of the air transportation industry. KW - Air transportation KW - Airport capacity KW - Development KW - Research KW - Research and development UR - https://trid.trb.org/view/24603 ER - TY - RPRT AN - 00073834 AU - Federal Aviation Administration TI - PLANNING THE METROPOLITAN AIRPORT SYSTEM PY - 1970/05 AB - The metropolitan airport system plan is a representation of the aviation facilities required to meet the immediate and future air transportation needs of the metropolitan area. It recommends the general location for and characteristics of new airports and the nature of expansion for existing ones. The metropolitan airport system planning process involves the preparation of both broad and specific policies, plans, and programs needed to establish a viable, integrated network of airports at the metropolitan level. KW - Airport forecasts KW - Airport planning KW - Airports KW - Forecasting KW - Land use planning UR - https://trid.trb.org/view/24546 ER - TY - JOUR AN - 00155599 JO - ITA Bulletin PB - Institut du Transport Aerien AU - Institut du Transport Aerien TI - PARALLEL RUNWAYS TO BEAT AIRPORT CONGESTION PY - 1970/03 SP - p. 241-244 AB - Parallel runways make it possible to increase the airport's capacity and reduce delays to a greater extent than divergent or intersecting runways. The various possible configurations for parrallel runways are tabulated together with data relating to their respective capacity compared with those of intersecting or divergent runways. A minimum spacing of 5,000 ft. between runways is essential. This spacing makes possible simultaneous ILS approaches, thus giving the parallel runway system true double capacity. KW - Airport capacity KW - Airport runways KW - Instrument landing systems KW - Runway spacing KW - Spacing UR - https://trid.trb.org/view/52602 ER - TY - RPRT AN - 00061108 AU - Federal Aviation Administration TI - NORTHEAST CORRIDOR AIR TRAFFIC AND HIGH SPEED GROUND TRANSPORTATION PY - 1970/03 SP - 38 p. AB - The report reviews the high-speed ground transportation program of the Department of Transportation and studies the impact high-speed rail passenger service may have on air traffic in this critical, congested area of the United States known as the Northeast Corridor. (Author) KW - Air traffic KW - Air transportation KW - Civil aviation KW - Economic impacts KW - Economics KW - Forecasting KW - High speed ground transportation KW - High speed rail KW - Impacts KW - Metroliner (Express train) KW - Northeast Corridor KW - Northeastern United States KW - Passenger service KW - Passenger vehicles KW - Passengers KW - Pricing KW - Railroads KW - Short takeoff KW - Socioeconomic factors KW - Statistics KW - STOL aircraft KW - Takeoff KW - Transportation KW - United States UR - https://trid.trb.org/view/17689 ER - TY - RPRT AN - 00155610 AU - Goodfriend (LS) and Associates TI - NOISE-REDUCING CONSTRUCTIONS AND COST ESTIMATING IN HIGH NOISE AREAS PY - 1970/02 SP - 61 p. AB - The 1975 Noise Exposure Forecasts (NEF's) Base Line and Quiet Engine Contour maps were examined to obtain octave-band sound-pressure levels on the NEF-30 and -40 contours from which noise reducing structures and cost estimates were developed for existing and new buildings in the B and C zones. The process of computing the sound-pressure levels existing at approximately ground level at one mile intervals (the distance selected to provide sufficient sound-level difference) on the NEF-30 and -40 contours is discussed. The computed maximum octave-band sound-pressure levels on the NEF B and C contours were selected along with suitable interior noise design goals to determine the appropriate sound reducing constructions for various existing and new buildings types in the B and C zones. In addition, cost estimates were derived for these sound reducing constructions and the cost estimates are discussed and the results summarized. Recommendations for reducing the intruding aircraft noise levels by a system of electronically introducing a suitable interior background noise in the various building types are discussed. Respective cost estimates in incremental cost per square foot are also given for comparison of cost per square foot sound reducing constructions with cost per square foot of an electronic masking system. KW - Aircraft noise KW - Airport noise KW - Construction KW - Cost estimating KW - Effective sound pressure KW - Environmental impact analysis KW - Environmental impacts KW - Estimates KW - Noise KW - Noise contours KW - Noise control KW - Noise exposure KW - Noise reduction KW - Sound level UR - https://trid.trb.org/view/49309 ER - TY - JOUR AN - 00155600 JO - AIRPORT SERVICES MANAGEMENT AU - MARTIN, F F AU - Lakewood Publications TI - CURRENT PROBLEMS RELATED TO AIRPORT FINANCING PY - 1970/01 VL - 10 IS - 1 SP - p. 32-36 AB - Problems related to airport management's ability to obtain money to finance physical facilities to accommodate the rapid growth in air transportation are discussed. The lack of market for good quality bonds because of interest rate limitations by governing bodies is considered, as well as the situation with municipal bond prices, and the short-term money market for interim financing. The advantages of the latter approach seems now to be outweighed by the risk of the bond market continuing to decline. Possible changes in the existing tax-exemption of interest derived from state and municipal obligations are discussed and comments are made on the tax-exempt status of airport bonds. The development of airport authorities is noted, and non-profit corporations are considered as a practical approach to financing. KW - Airport operations KW - Airports KW - Bonds KW - Finance KW - Financing KW - Prices KW - Taxes UR - https://trid.trb.org/view/52603 ER - TY - RPRT AN - 00074050 AU - Redlich, R W AU - MCFARLAND, R H AU - Gorman, J T AU - Federal Aviation Administration TI - INSTRUMENT LANDING SYSTEM IMPROVEMENT PROGRAM PY - 1970/01 AB - Two new analog-type monitors have been designed, built and tested for the purpose of providing a reliable, and accurate representation of the ILS localizer signal as seen by an aircraft flying on an approach. This annual progress report also contains discussions of other work performed to provide for improvement in the operation of the present instrument landing system. KW - Analog computers KW - Analog systems KW - Approach KW - Instrument landing systems UR - https://trid.trb.org/view/24595 ER - TY - RPRT AN - 00073860 AU - Yance, J V AU - Federal Aviation Administration TI - THE DEMAND FOR USE OF WASHINGTON NATIONAL AIRPORT PY - 1970/01 SP - 22 p. AB - This analysis is part of a study to explore the use of a pricing system to reduce congestion at airports. It is clear that there is considerable excess demand for the use of National Airport. The question we attempt to answer here is, how much would airlines be willing ot pay for additional slots. First the study attempts to estimate the difference in average profit per flight of operating from Washington National vs. operating from Friendship, to each of a set of cities served from both airports. Using data collected in a CAB survey conducted in November, 1967, we calculate for each market the difference in average revenue per flight from National and from Friendship and the difference in average operating cost per flight, obtaining from these the average profit advantage per flight at DCA. KW - Airport capacity KW - Airport congestion KW - Airspace capacity KW - Baltimore Washington International Airport KW - Demand KW - Operating costs KW - Prices KW - Profits KW - Revenues KW - Ronald Reagan Washington National Airport KW - Traffic congestion KW - Washington Dulles International Airport UR - https://trid.trb.org/view/21046 ER - TY - RPRT AN - 01512969 AU - United States Federal Aviation Administration TI - Palmdale International Airport (proposed), Palmdale : environmental impact statement PY - 1970///v. held: Findings of the Secretary of Transportation on environmental impact B1 (2 pts, pt. 1 fol); Proposal for planning grant for area surrounding new intercontinental jet airport B2. KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/1297293 ER - TY - RPRT AN - 01454866 AU - Federal Aviation Administration TI - Silver Eagle: the Master of the Skies (Video) PY - 1970 AB - This video uses nostalgia and good humor to remind general aviation pilots of the importance of good aeromedical habits. It shows a pilot who envisions himself as having extraordinary judgment and flying prowess, but like many pilots, he occasionally overestimates his own capabilities. It discusses the adverse effects of alcohol, medicine, stress, and fatigue and emphasizes the importance of good vision, hearing, coordination, and judgment. KW - Air pilots KW - Alcohol effects KW - Aviation medicine KW - Aviation safety KW - Fatigue (Physiological condition) KW - Health KW - Stress (Psychology) UR - https://trid.trb.org/view/1223291 ER - TY - RPRT AN - 01454650 AU - Federal Aviation Administration TI - Medical Facts for Pilots (Video) PY - 1970 AB - This video provides beginning pilots with facts concerning some of the fundamental physical, physiological, and psychological limitations in flight. It discusses such aeromedical factors as disorientation, the effect of alcohol, oxygen requirements, and pilot vision. KW - Air pilots KW - Alcohol effects KW - Aviation medicine KW - Aviation safety KW - Disorientation KW - Oxygen KW - Vision UR - https://trid.trb.org/view/1223282 ER - TY - RPRT AN - 01454098 AU - Federal Aviation Administration TI - Caution - Wake Turbulence (Video) PY - 1970 AB - The video illustrates the phenomenon of wing tip vortices, how they are generated, what generates them, their effects on light aircraft, and suggests pilot actions on how best to avoid them. KW - Aviation safety KW - Small aircraft KW - Turbulence KW - Wakes UR - https://trid.trb.org/view/1222783 ER - TY - RPRT AN - 01074374 AU - Federal Aviation Administration TI - Lexington industrial (municipal) airport, Lexington : environmental impact statement PY - 1970///Volumes held: Final(microfiche) KW - Environmental impact statements KW - Mississippi UR - https://trid.trb.org/view/833768 ER - TY - RPRT AN - 00888525 AU - Gerathewohl, Siegfried J AU - MORRIS, EVERETT W AU - SIRKIS, JOSEPH A AU - Federal Aviation Administration AU - AM; TI - ANTICOLLISION LIGHTS FOR THE SUPERSONIC TRANSPORT (SST). PY - 1970 IS - 70-9 AB - No abstract provided. KW - Aeronautics KW - Airplanes KW - Lighting KW - Supersonic transport planes UR - https://trid.trb.org/view/579628 ER - TY - RPRT AN - 00888560 AU - Federal Aviation Administration TI - INDEX TO FAA OFFICE OF AVIATION MEDICINE REPORTS, 1961 THROUGH 1969.. PY - 1970 AB - No abstract provided. KW - Aviation medicine UR - https://trid.trb.org/view/579645 ER - TY - RPRT AN - 00888544 AU - LEWIS, MARK F AU - MERTENS, HENRY W AU - Federal Aviation Administration TI - TWO-FLASH THRESHOLDS AS A FUNCTION OF COMPARISON STIMULUS DURATION. PY - 1970 AB - No abstract provided. KW - Airplanes KW - Lighting UR - https://trid.trb.org/view/579635 ER - TY - RPRT AN - 00888555 AU - DRUCKENBROD, WILLIAM F AU - HUSTVELDT, ERLING H AU - STREET, WILLIAM G AU - National Technical Information Service AU - Federal Aviation Administration TI - ESTIMATED TRENDS IN UNIT COST OF GOVERNMENT PROGRAMS IN SUPPORT OF AIR AND HIGHWAY TRAVEL. PY - 1970 AB - No abstract provided. KW - Air transportation KW - Federal aid KW - Highway transportation KW - Transportation KW - United States UR - https://trid.trb.org/view/579641 ER - TY - RPRT AN - 00888539 AU - FEDERAL AVIATION ADMINISTRATION, OFFICE OF NOISE ABATEMENT TI - ECONOMIC IMPACT OF IMPLEMENTING ACOUSTICALLY TREATED NACELLE AND DUCT CONFIGURATIONS APPLICABLE TO LOW BYPASS TURBOFAN ENGINES: FINAL REPORT. PY - 1970 AB - No abstract provided. KW - Airplanes KW - Costs KW - Economic factors KW - Economic impacts KW - Nacelles KW - United States UR - https://trid.trb.org/view/579630 ER - TY - RPRT AN - 00888559 AU - Mohler, Stanley R AU - Federal Aviation Administration TI - PHYSIOLOGICALLY TOLERABLE DECOMPRESSION PROFILES FOR SUPERSONIC TRANSPORT TYPE CERTIFICATION. PY - 1970 AB - No abstract provided. KW - Atmospheric pressure KW - Certification KW - Physiological aspects KW - Physiological effect KW - Supersonic transport planes UR - https://trid.trb.org/view/579644 ER - TY - RPRT AN - 00888006 AU - DINERMAN, BERNHART V AU - Federal Aviation Administration TI - EVALUATION OF AREA NAVIGATION IN THE NORTHEAST CORRIDOR: FINAL REPORT. PY - 1970 AB - No abstract provided. KW - Air traffic control KW - Aircraft pilotage KW - Airports KW - Northeastern United States UR - https://trid.trb.org/view/579508 ER - TY - RPRT AN - 00887303 AU - HORONJEFF, RICHARD D AU - PAUL, ALLAN AU - FEDERAL AVIATION ADMINISTRATION, OFFICE OF NOISE ABATEMENT TI - A DIGITAL COMPUTER PROGRAM FOR COMPUTATION OF NOISE EXPOSURE FORECAST CONTOURS: FINAL REPORT. PY - 1970 AB - No abstract provided. KW - Airplanes KW - Computer programs KW - Forecasting KW - Simulation UR - https://trid.trb.org/view/579328 ER - TY - RPRT AN - 00839054 AU - Garner, J D AU - BLETHROW, JOHN G AU - Federal Aviation Administration TI - EVACUATION TESTS FROM AN SST MOCK-UP. PY - 1970 AB - No abstract provided. KW - Safety KW - Supersonic transport planes UR - https://trid.trb.org/view/531942 ER - TY - RPRT AN - 00839055 AU - LATEGOLA, MICHAEL T AU - Federal Aviation Administration TI - COMPARISON OF STATUS VARIABLES AMONG ACCIDENT AND NON-ACCIDENT AIRMEN FROM THE ACTIVE AIRMAN POPULATION. PY - 1970 AB - No abstract provided. KW - Air pilots KW - Psychology UR - https://trid.trb.org/view/531943 ER - TY - RPRT AN - 00839053 AU - MCFADDEN, ERNEST B AU - SMITH, ROGER C AU - Federal Aviation Administration TI - PROTECTIVE SMOKE HOOD STUDIES. PY - 1970 AB - No abstract provided. KW - Airplanes KW - Oxygen equipment UR - https://trid.trb.org/view/531941 ER - TY - RPRT AN - 00155607 AU - Cleary, Gottlieb, Sten & Hamilton TI - CERTAIN LEGAL ASPECTS OF REQUIRED SOUNDPROOFING IN HIGH NOISE AREAS NEAR JOHN F. KENNEDY INTERNATIONAL AIRPORT IN NEW YORK PY - 1970 SP - 132 p. AB - The compulsory soundproofing proposals with respect to new and existing structures. This study is made primarily in light of Federal and New York state constitutional provisions and certain state and local legislation. The authors conclude that the principal constitutional problems are the scope of the police and spending powers; that extensive compulsory soundproofing requirements, at least in the highest noise areas, affecting such new privately-owned structures as multiple dwellings, schools and hospitals and perhaps private residences, are likely to be upheld, assuming that in other respects the requirements are reasonably drafted; but that such requirements for existing privately-owned structures would be of dubious validity, except perhaps for multiple dwellings, schools and hospitals. The authors conclude that such requirements could be enacted either by the affected municipalities, if state enabling legislation were made adequate, or by the state legislature in mandatory or optional form; but that at JFK state legislation would appear more promising. Soundproofing of publicly-owned structures and the requirement of soundproofing near airports by the Federal government itself present different problems which are not within the scope of this study and are only mentioned in passing. KW - Airport noise KW - Damping (Engineering) KW - Environmental impact analysis KW - Environmental impacts KW - Federal government KW - Hospitals KW - Housings KW - John F. Kennedy International Airport KW - Legal factors KW - Requirement KW - Schools KW - Specifications KW - State laws UR - https://trid.trb.org/view/49306 ER - TY - RPRT AN - 00155608 AU - Tri-State Transportation Commission TI - METROPOLITAN AIRCRAFT NOISE ABATEMENT POLICY STUDY; JOHN F. KENNEDY INTERNATIONAL AIRPORT, NEW YORK PY - 1970 SP - 124 p. AB - The Tro-State Transportation Commission, under contract to the U.S. Department of Housing and Urban Development (HUD), has prepared this report as part of the Metropolitan Aircraft Noise Abatement Policy Studies (MANAPS) at four airports in different cities. This report considers alternative measures, or combinations of measures, to provide relief from aircraft noise in affected communities around John F. Kennedy International Airport, and offers recommendations for reducing aircraft-noise problems. The Commission studied present land use, local development policies and codes, sound insulations of structures, redevelopment, future land-use alternatives, legal aspects and airport operations. Alternative methods of reducing noise at the source were furnished by the Federal Aviation Administration (FAA), U.S. Department of Transportation (DOT). Costs are estimated for the alternative procedures considered. KW - Aircraft noise KW - Airport noise KW - Airport operations KW - Environmental impact analysis KW - Environmental impacts KW - John F. Kennedy International Airport KW - Land use KW - Legal factors KW - Metropolitan areas KW - Noise control KW - Noise reduction KW - Policy UR - https://trid.trb.org/view/49307 ER - TY - RPRT AN - 00073002 AU - Federal Aviation Administration TI - OFFSHORE AIRPORT PLANNING PY - 1969/08 AB - This document provides planning guidance to interested planners concerned with development of airports in offshore marine environments. Basic planning factors are established and site evaluation methodology is suggested. Also provided are parameters to determine desirability of an offshore location and the types of construction and methods of access that may be used. KW - Airport construction KW - Airport planning KW - Airports KW - Construction KW - Offshore airports UR - https://trid.trb.org/view/24448 ER - TY - RPRT AN - 00073001 AU - Federal Aviation Administration TI - EVALUATION OF CONSTRUCTION METHODS FOR OFFSHORE AIRPORTS PY - 1969/08 AB - This report presents a narrative summary and evaluations of existing and proposed offshore airports and related construction. Ranges of unit costs for construction of an offshore site, by the various construction methods, are compared. Methods of access are discussed, as well as unit costs for various access systems. On the basis of the studies and evaluations performed, it is concluded that the offshore airport is generally technically feasible but will normally cost more to construct than an onshore alternative. KW - Airport construction KW - Airports KW - Construction KW - Construction management KW - Design KW - Offshore airports UR - https://trid.trb.org/view/24447 ER - TY - RPRT AN - 00146815 AU - O'Brien, P J AU - BUSCH, A C AU - National Aviation Facilities Experimental Center TI - EFFECTS OF SELECTIVE SYSTEM PARAMETERS ON COMMUNICATIONS INTELLIGIBILITY PY - 1969/03 SP - 64 p. AB - The communications frequency study was made to facilitate spectrum planning by FAA Frequency Management personnel. The study relates communications intelligibility to frequency channel spacing, bandwidth, modulation type, and signal-to-interference ratio. The overall approach was to conduct talker/listener intelligibility tests, voice communications equipment tests, and digital communications equipment tests. The test procedure subjected the Speech Communications Index Meter (SCIM) simulated speech signals, the Air Traffic Control (ATC) messages, and the Modified Rhyme Tests (MRTs) to specific levels of interference. The SCIM signal was first applied to the SCIM analyzer for computation and display of articulation index (AI). The ATC messages and MRTs were then recorded at the configuration which produced these discrete values of AIs. These recordings were subsequently used to perform subjective intelligibility testing. Talker/listener intelligibility tests were conducted to determine the particular values of AI required for communications links within the ATC system using both ATC and MRT vocabularies. Voice and digital communications tests were conducted to obtain data pertaining to channel assignments for various configurations of conventional and proposed operational modes. KW - Air traffic control KW - Air traffic controllers KW - Articulation index KW - Bandwidth KW - Civil aviation KW - Communication systems KW - Computer programming KW - Data communications KW - Definitions KW - Digital computers KW - Digital systems KW - Frequency (Electromagnetism) KW - Frequency allocation KW - Hearings KW - Intelligibility KW - Legibility KW - Management KW - Management planning and control KW - Modulation KW - Modulation (Communications) KW - Performance (Human) KW - Personnel performance KW - Physical distribution KW - Planning KW - Radio KW - Separation KW - Signal to noise ratio KW - Simulation KW - Speech KW - Speech transmission KW - Test procedures KW - Vocabulary KW - Voice communication KW - Voice frequency UR - https://trid.trb.org/view/63569 ER - TY - RPRT AN - 00911517 AU - MAXWELL, JEWELL CLINTON AU - THOMAS, D D AU - Federal Aviation Administration TI - MEMORANDA FOR GENERAL MAXWELL AND D.D. THOMAS CONCERNING THE SST PROGRAM.. T2 - MEMORANDA FOR GENERAL MAXWELL AND D.D. THOMAS CONCERNING THE SUPERSONIC TRANSPORT PROGRAM PY - 1969 AB - No abstract provided. KW - Supersonic transport planes KW - United States UR - https://trid.trb.org/view/585346 ER - TY - RPRT AN - 00888541 AU - SULZER, RICHARD L AU - PAPROCKI, THOMAS H AU - Federal Aviation Administration TI - FLIGHT TEST AND EVALUATION OF HELIPORT LIGHTING FOR VFR. PY - 1969 AB - No abstract provided. KW - Airplanes KW - Airport runways KW - Heliports KW - Landing aids UR - https://trid.trb.org/view/579632 ER - TY - RPRT AN - 00888543 AU - KILPATRICK, GEORGE A AU - Federal Aviation Administration AU - FAA-RD REPORT; AU - DEPT. OF TRANSPORTATION. TI - ENVIRONMENTAL EFFECTS ON AIRPORT PAVEMENT GROOVE PATTERNS. PY - 1969 IS - NO. 69-37 AB - No abstract provided. KW - Airport runways KW - Design KW - Pavements KW - Testing UR - https://trid.trb.org/view/579634 ER - TY - RPRT AN - 00888007 AU - PHILLIPS, CECIL B AU - Federal Aviation Administration TI - RETRO-REFLECTIVE MARKERS AS TAXIWAY VISUAL AIDS: INTERIM REPORT. PY - 1969 AB - No abstract provided. KW - Airport runways KW - Airports KW - Landing aids KW - Reflectorized materials UR - https://trid.trb.org/view/579509 ER - TY - RPRT AN - 00887944 AU - WEINSTEIN, BERNARD AU - Federal Aviation Administration TI - TEST AND EVALUATE RUNWAY ALIGNMENT INDICATOR LIGHT (RAIL) FOR ASPPROACH GUIDANCE: FINAL REPORT. PY - 1969 AB - No abstract provided. KW - Airplanes KW - Airport runways KW - Airports KW - Landing aids UR - https://trid.trb.org/view/579499 ER - TY - RPRT AN - 00839271 AU - BUCKLEY, EDWARD P AU - Federal Aviation Administration TI - A COMPARATIVE ANALYSIS OF INDIVIDUAL AND SYSTEM PERFORMANCE INDICES FOR THE AIR TRAFFIC CONTROL SYSTEM. PY - 1969 AB - No abstract provided. KW - Air traffic control KW - Evaluation UR - https://trid.trb.org/view/532035 ER - TY - RPRT AN - 00839269 AU - SNYDER, RICHARD G AU - YOUNG, JOSEPH W AU - SNOW, CLYDE C AU - Federal Aviation Administration TI - EXPERIMENTAL IMPACT PROTECTION WITH ADVANCED RESTRAINT SYSTEMS: PRELIMINARY PRIMATE TESTS WITH AIR BAG AND INERTIA REEL/INVERTED-Y YOKE TORSO HARNESS. PY - 1969 AB - No abstract provided. KW - Aeronautics KW - Airplanes KW - Safety harness (Aeronautics) KW - Shoulder harnesses UR - https://trid.trb.org/view/532033 ER - TY - RPRT AN - 01454141 AU - Federal Aviation Administration AU - Flying W Productions, Inc. TI - All It Takes Is Once (Video) PY - 1968 AB - This video depicts the serious flight hazard of mental distraction, and shows how pilots can be distracted in flight by preoccupation with personal problems. Five psychological problems frequently encountered by general aviation pilots are presented. KW - Aviation safety KW - Distraction KW - General aviation pilots KW - Stress (Psychology) UR - http://archive.org/details/gov.ntis.ava05441vnb1 UR - https://trid.trb.org/view/1222781 ER - TY - RPRT AN - 00911384 AU - Federal Aviation Administration TI - REGISTERED GENERAL AVIATION AIRCRAFT BY COMMUNITY SIZE, 1963-1968.. PY - 1968 AB - No abstract provided. KW - Airplanes KW - Motor vehicles KW - Private aircraft KW - Registration KW - Statistics KW - United States UR - https://trid.trb.org/view/585311 ER - TY - RPRT AN - 00888538 AU - SPERRY, WILLIAM C AU - FEDERAL AVIATION ADMINISTRATION, OFFICE OF NOISE ABATEMENT TI - AIRCRAFT NOISE EVALUATION: TECHNICAL REPORT. PY - 1968 AB - No abstract provided. KW - Airplanes KW - Evaluation UR - https://trid.trb.org/view/579629 ER - TY - RPRT AN - 00887992 AU - HIERING, WILLIAM A AU - GRISEL, CHARLES R AU - Federal Aviation Administration TI - FRICTION EFFECTS OF RUNWAY GROOVES, RUNWAY 18-36, WASHINGTON NATIONAL AIRPORT: FINAL REPORT. PY - 1968 AB - No abstract provided. KW - Airport runways KW - Asphalt concrete pavements KW - Design KW - Evaluation KW - Pavements KW - Skid resistance KW - Testing KW - Washington Metropolitan Area UR - https://trid.trb.org/view/579505 ER - TY - RPRT AN - 00887987 AU - ROSSITER, SIDNEY B AU - Federal Aviation Administration TI - GRAPHIC SIMULATION STUDY OF SITES FOR A THIRD CHICAGO METROPOLITAN AIRPORT. PY - 1968 AB - No abstract provided. KW - Airports KW - Chicago Metropolitan Area KW - Location KW - Planning UR - https://trid.trb.org/view/579502 ER - TY - RPRT AN - 00564133 AU - BULFORD, D E AU - Federal Aviation Administration TI - COLLISION AVOIDANCE;: A BIBLIOGRAPHY, 1955-SEPTEMBER 1968 PY - 1968 SP - 166 p. AB - No abstract provided. KW - Aeronautics KW - Airplanes KW - Bibliographies KW - Crash avoidance systems KW - Safety UR - https://trid.trb.org/view/324851 ER - TY - RPRT AN - 00427741 AU - Mohler, S R AU - Federal Aviation Administration TI - AIRCRAFT ACCIDENTS BY OLDER PERSONS PY - 1967/10 SP - 5 p. AB - No abstract provided. KW - Aeronautics KW - Aged KW - Air pilots KW - Crashes KW - Health KW - Physical condition KW - United States UR - https://trid.trb.org/view/240814 ER - TY - RPRT AN - 00073831 AU - Federal Aviation Administration TI - AVIATION DEMAND AND AIRPORT FACILITY REQUIREMENT FORECASTS FOR LARGE AIR TRANSPORTATION HUBS THROUGH 1980 PY - 1967/08 AB - This report presents forecasts of long-range airport aviation demand and selected airport facility requirements at the Nation's large air transportation hubs as developed by the FAA's Airports Service. The forecasts are designed for use in advance planning of the physical, as well as financial, airport facility development required to meet the air transportation needs of 1980. KW - Airport forecasts KW - Airports KW - Demand KW - Economic forecasting KW - Forecasting UR - https://trid.trb.org/view/24544 ER - TY - RPRT AN - 01359637 AU - Collins, William E AU - Guedry, Fred E AU - Federal Aviation Administration TI - Adaptation to Vestibular Disorientation V. Eye-Movement and Subjective Turning Responses to Two Durations of Angular Acceleration PY - 1967/05 SP - 16p AB - During prolonged angular acceleration, inertial torque defects the capula but the deflection is eventually balanced, primarily by the capula’s elastic restorative force. Assuming that cupula displacement from its position of static equilibrium controls the magnitude of vestibular reactions, a prolonged angular acceleration should, according to the Torsion-Pendulum theory yield an increasing response for about 20-30 seconds; this response level should be maintained without decline as long as the angular acceleration continues. Several authors have reported that the subjective velocity rises and declines during prolonged angular acceleration, contrary to theoretical expectations. It has been shown that the temporal period required for the subjective reaction to peak (and then decline) was about constant at 27 seconds for angular accelerations ranging in magnitude from 0.5 to 2°/sec². Subsequent experiments showed this is true for stimuli up to 4°/sec². The experiments in this paper seek to compare cat and man in regard to several characteristics of nystagmic response elicited by two durations of a 4°/sec² angular acceleration. KW - Angular acceleration KW - Experiments KW - Eye movements KW - Spatial disorientation KW - Torsion tests KW - Vestibular response UR - http://ntl.bts.gov/lib/42000/42800/42887/AM67-06.pdf UR - https://trid.trb.org/view/1125662 ER - TY - RPRT AN - 00073110 AU - O'Liddy, G E AU - Federal Aviation Administration TI - COST/BENEFIT ANALYSIS OF SHORT TAKEOFF AND LANDING (STOL) AND VERTICAL TAKEOFF AND LANDING (VTOL) AIR TRANSPORTATION FOR THE UNITED STATES PY - 1967/01/20 AB - The availability of public transportation to meet the needs of a growing population has been, and will continue to be, a major factor in the economic development of the country. One of the responsibilities of the Federal Aviation Agency is to identify the role of civil aviation in meeting the nation's transportation requirements--in part with respect to the use of Short Take Off and Landing (STOL) and Vertical Take Off and Landing V/TOL aircraft. The use of STOL and VTOL aircraft could involve the introduction of a completely new high density mass transportation system in the 1970's. The Contractor's analytical effort hereunder shall be directed toward the evaluation of the utility of introducing STOL and VTOL air transport systems beginning in the middle 1970's. KW - Benefit cost analysis KW - Demand KW - Economic forecasting KW - Short takeoff aircraft KW - STOL aircraft KW - VTOL aircraft UR - https://trid.trb.org/view/24466 ER - TY - RPRT AN - 00888405 AU - BALZO, JOSEPH M DEL AU - Federal Aviation Administration TI - ECONOMIC AND TECHNICAL FEASIBILITY ANALYSIS OF ESTABLISHING AN ALL WEATHER V/STOL TRANSPORTATION SYSTEM: A THESIS. PY - 1967 AB - No abstract provided. KW - Air transportation KW - United States KW - VTOL aircraft UR - https://trid.trb.org/view/579595 ER - TY - RPRT AN - 00888008 AU - MARSCHALL, FRED AU - Federal Aviation Administration TI - RADIOACTIVE TAXI GUIDANCE TEST CATEGORY III GROUND GUIDANCE EQUIPMENT: FINAL REPORT. PY - 1967 AB - No abstract provided. KW - Airplanes KW - Airport runways KW - Airports KW - Landing aids KW - Road markings KW - Transportation markings UR - https://trid.trb.org/view/579510 ER - TY - RPRT AN - 00825720 AU - Federal Aviation Administration TI - ANNUAL REPORT OF OPERATIONS UNDER THE FEDERAL AIRPORT ACT.. PY - 1967 AB - No abstract provided. KW - Airports KW - Periodicals KW - United States UR - https://trid.trb.org/view/515904 ER - TY - RPRT AN - 00564125 AU - COBB, B B AU - Federal Aviation Administration TI - THE RELATIONSHIPS BETWEEN CHRONOLOGICAL AGE, LENGTH OF EXPERIENCE, AND JOB PERFORMANCE RATINGS OF AIR ROUTE TRAFFIC CONTROL SPECIALISTS PY - 1967 SP - 9 p. AB - No abstract provided. KW - Air traffic controllers KW - Evaluation and assessment UR - https://trid.trb.org/view/324845 ER - TY - RPRT AN - 00073599 AU - Federal Aviation Administration TI - NEW APPROACH TO AIR SAFETY STATISTICS PY - 1966/11 AB - It is our purpose here to show that any single number, no matter upon what basis computed, is logically insufficient for an adequate analysis of air safety; a meaningfuel aand revealing evaluation requires at least three independent rates. KW - Air transportation crashes KW - Airlines KW - Crash data KW - Crash investigation KW - Crashes KW - Statistics UR - https://trid.trb.org/view/24503 ER - TY - RPRT AN - 00239078 AU - Annus, L K AU - Federal Aviation Administration TI - ACCESS TO AIRPORTS PY - 1966/08 AB - THIS BIBLIOGRAPHY IS A PARTIALLY ANNOTATED COMPILATION OF SELECTED REFERENCES FROM 1963 TO DATE. IT IS DIVIDED INTO SECTIONS ON AIR TRANSPORTATION, MOTOR TRANSPORTATION, RAIL TRANSPORTATION AND WATER TRANSPORTATION. KW - Access KW - Air transportation KW - Airports KW - Bibliographies KW - Highway transportation KW - Railroad transportation KW - Water transportation UR - https://trid.trb.org/view/131153 ER - TY - RPRT AN - 00073102 AU - Federal Aviation Administration AU - McDonnell Aircraft Corporation TI - TECHNICAL AND ECONOMIC EVALUATION OF AIRCRAFT FOR INTERCITY SHORT-HAUL TRANSPORTATION - VOL. II PY - 1966/04 AB - This report evaluates the potential airline use of STOL/VTOL aircraft to serve intercity short haul travelers. The air travel market in the California Corridor (Between Los Angeles and San Diego on the south and Sacramento and San Francisco on the north) was used for the study but the results would be generally applicable to other areas. Based on 1970 technology, four STOL and VTOL aircraft configurations were designed as 60-, 90-, and 120-passenger transports and developed for lowest operating costs for a 500-mile stage length. A conventional jet transport was used as a base of reference and a conventional helicopter was included for comparison. The special STOL/VTOL airports were located for passenger convenience and acceptable noise levels for the surrounding areas. To evaluate STOL/VTOL economic viability, STOL and VTOL airline service was simulated in the California Corridor in 1975 and in 1980, and then compared with the conventional jet simulation in those years. It was found that the time savings and convenience provided by either STOL or VTOL airline service would enable STOL or VTOL to capture a substantial share of the short-haul air travel market when combined in a system with conventioal jets, and would induce additional air travel. This system would give a satisfactory return on investment The report is in three volumes. Volume I is an executive summary containing introduction, conclusions, and the summary of method and results Volume II develops each step in the method, and lists results in greater detail. Vol. III contains appendices . KW - California KW - California corridor KW - Central business districts KW - Costs KW - Intercity transportation KW - Short haul KW - Short takeoff aircraft KW - STOL aircraft KW - Transportation corridors KW - VTOL aircraft UR - https://trid.trb.org/view/24463 ER - TY - RPRT AN - 01454099 AU - Federal Aviation Administration AU - Flagg Films, Inc. TI - Density Altitude (Video) PY - 1966 AB - This video follows a young married couple on a vacation flight from New Orleans to Lake Tahoe. In crossing the Rockies and the High Sierras, they learn the hard way about the effects of high altitude and temperature on light aircraft performance. KW - Aviation safety KW - Density altitude KW - High altitude KW - Small aircraft KW - Temperature UR - http://www.askacfi.com/1109/density-altitude.htm UR - http://www.youtube.com/watch?v=RZCb6nw_T4U UR - https://trid.trb.org/view/1222788 ER - TY - RPRT AN - 00911507 AU - Federal Aviation Administration TI - GENERAL AVIATION OCCUPANT LOAD FACTOR: STAFF STUDY.. PY - 1966 AB - No abstract provided. KW - Air transportation KW - Local service airlines KW - Private flying KW - United States UR - https://trid.trb.org/view/585342 ER - TY - RPRT AN - 00860077 AU - LEFKOWITZ, MATTHEW AU - SCHLATTER, ERNEST R AU - Federal Aviation Administration TI - AN ANALYSIS OF MODIFICATIONS TO RUNWAY VISUAL RANGE EQUIPMENT FOR LOW RVR VALUES: FINAL REPORT. PY - 1966 AB - No abstract provided. KW - Airplanes KW - Airport runways KW - Landing aids UR - https://trid.trb.org/view/522988 ER - TY - RPRT AN - 00860076 AU - GREEN, THOMAS H AU - Federal Aviation Administration TI - DISCUSSION OF THE UTILITY OF AVAILABLE TECHNIQUES FOR MEASURING AIRCRAFT NOISE AND PREDICTING COMMUNITY RESPONSE. PY - 1966 AB - No abstract provided. KW - Airplanes KW - Airport noise KW - Measurement KW - Public opinion UR - https://trid.trb.org/view/522987 ER - TY - RPRT AN - 00859889 AU - RWICHELL, N H AU - PHILLIPS, CECIL B AU - Federal Aviation Administration TI - TESTING OF REFLECTIVE MARKERS FOR INDICATING THE THRESHOLD AND CENTERLINE OF RUNWAYS FOR SMALL AIRPORTS: INTERIM REPORT. PY - 1966 AB - No abstract provided. KW - Airport runways KW - Design KW - Landing aids KW - Reflectorized materials KW - Road markings KW - Testing KW - Transportation markings UR - https://trid.trb.org/view/522922 ER - TY - RPRT AN - 00839273 AU - VON ROSENBERG, C W AU - KEEN, F R AU - MOHLER, STANLEY R AU - Federal Aviation Administration TI - THE "STALL BARRIER" AS A NEW PREVENTIVE IN GENERAL AVIATION ACCIDENTS. PY - 1966 AB - No abstract provided. KW - Aerodynamic stability KW - Indicators (Instruments) KW - Private flying KW - Stall KW - Warning signals UR - https://trid.trb.org/view/532037 ER - TY - RPRT AN - 00401747 AU - Federal Aviation Administration TI - REPORT OF THE CHAIRMAN, UNITED STATES DELEGATION TO THE INTERNATIONAL CONFERENCE ON THE REDUCTION OF NOISE AND DISTURBANCE CAUSED BY CIVIL AIRCRAFT PY - 1966 AB - No abstract provided. KW - Airplanes KW - Conferences KW - Noise UR - https://trid.trb.org/view/216063 ER - TY - RPRT AN - 00073959 AU - Federal Aviation Administration TI - POLICY STATEMENT OF THE FEDERAL AVIATION AGENCY PY - 1965/04 AB - This statement of policy is intended to serve as a comprehensive and long-term guide for the Federal Aviation Agency in the accomplishment of its missions and in its relations with those it serves. It sets forth the basic principles which will guide the Agency in the conduct of its regulatory responsibilities and as builder and operator of a National Airspace System. With respect to regulatory principles, the policy statement affirms the Agency's obligation to regulate private conduct only to the extent required in the public interest; to recognize the right of the general public to be informed and to be heard; to place the regulatory hand evenly on persons similarly situated, while also recognizing differences in the rights and duties and operational requirements of the various segments of the aviation community; and to manage the airspace as a national resource in a manner which best serves the diverse requirements of military and civil users, and which also recognizes the interests of persons on the ground. With respect to the Agency's responsibility to build and operate a National Airspace System, the policy statement establishes the favorable balancing of benefit vs. cost as the basic test for Agency endeavor. It reiterates the Federal Government's policy of recovering through user charges Agency expenditures for activities which confer special benefits on identifiable individuals over and above benefits accruing to the public at large. Finally, the statement articulates the role of the Agency in promoting the development of civil aviation and providing essential defense services. KW - Government policies KW - National Airspace System KW - Policy KW - U.S. Federal Aviation Administration UR - https://trid.trb.org/view/24578 ER - TY - RPRT AN - 00181936 AU - Grom, R V AU - Federal Aviation Administration TI - EXPERIMENTAL TESTING OF A SCINTILLATION DEVICE DESIGNED TO DETECT COBALT-60 IN SEEDED DETONATOR CAPS PY - 1965/03 SP - 36 p. AB - Tests were conducted to determine the operating characteristics, capabilities, and limitations of a nuclear scintillation detection system developed by Catholic University of America for use in conjunction with the detection of Cobalt-60 in seeded explosive detonator caps. Results were generally favorable except for the inability of the device to detect rapidly moving sources and the relative ease with which a source might be shielded from the detector. (Author) KW - Attenuation KW - Bombs KW - Cobalt KW - Detectors KW - Detonation KW - Detonators KW - Radioisotopes KW - Scintillation counters KW - Shielding KW - Signals UR - https://trid.trb.org/view/75632 ER - TY - RPRT AN - 00074327 AU - Waldo, R K AU - Tilton, P D AU - Federal Aviation Administration TI - AN ECONOMIC ANALYSIS OF COMMERCIAL VTOL AND STOL TRANSPORT AIRCRAFT PY - 1965/02 AB - This report presents the results of Stanford Research Institute's economic analysis of commercial VTOL and STOL aircraft suitable for city-center service. In this study, the design and performance requirements of of a commercially successful V/STOL aircraft are identified. These are compared with the characteristics of V/STOL aircraft which may be available for service in 1975. Based on this comparison, separate market estimates are provided for V/STOL aircraft meeting the specified requirements for those aircraft considered technically feasible. An analysis is then made of requirements for V/STOL ground facilities. Finally, an assessment is made of the national interest in commercial V/STOL development. KW - Economic analysis KW - Economic forecasting KW - Market research KW - Short takeoff aircraft KW - STOL aircraft KW - VTOL aircraft UR - https://trid.trb.org/view/24629 ER - TY - RPRT AN - 00073093 AU - Federal Aviation Administration AU - McDonnell Aircraft Corporation TI - STOL-V/STOL CITY CENTER TRANSPORT AIRCRAFT STUDY PY - 1964/10/01 AB - The objective of this report is to present the design, performance, weights, and direct operating costs of several STOL and V/STOL transport aircraft which could be made operational for passenger service between city centers in 1975. A number of STOL and V/STOL concepts were considered in the study. From these, four concepts were selected for evaluation. Recurring and non-recurring costs are broken down into major units and assumptions are spelled out for determining the costs. Particular attention is given to adjusting Air Transport Association (ATA) methods of determining crew costs and maintenance to permit comparisons of direct operating costs(DOC) with existing airline operating costs. DOC's are shown versus number of passengers for stage lengths of 50, 100, 200, 500, and 750 statute miles and for airplane buys of 50, 100 and 200 aircraft. Results of estimates of noise levels and noise profiles are shown for the four concepts with corrections in decibels for the various sizes of aircraft. The data contained in this report establish the STOL and V/STOL aircraft performance and direct operating costs necessary for Stanford Research Institute to complete an over-all economic feasibility study of city center-to-city center commercial operation in the 1975 time period. KW - Central business districts KW - Costs KW - Short haul KW - Short takeoff aircraft KW - STOL aircraft KW - VTOL aircraft UR - https://trid.trb.org/view/24461 ER - TY - RPRT AN - 00205319 AU - Federal Aviation Administration TI - AIRPORT PAVING PY - 1964/06/10 AB - THIS CIRCULAR GIVES AIRPORT PAVING GUIDANCE TO THE PUBLIC. THE PRINCIPLES DESCRIBED ARE ACCEPTABLE IN ACCOMPLISHING A PROJECT MEETING THE ELIGIBILITY REQUIREMENTS OF THE FEDERAL- AID AIRPORT PROGRAM. DATA ARE PROVIDED FOR THE DESIGN AND CONSTRUCTION OF PAVEMENTS AT CIVIL AIRPORTS, INCORPORATING THE INFORMATION CONTAINED IN AC 150/5320-8 AND IN AIRPORT PAVING 1956 /AND THE 1962 REPRINT/. THE PRINCIPAL CHANGES LISTED ARE' A/ NEW DESIGN CURVES FOR AIRCRAFT WEIGHING LESS THAN 30,000 POUNDS, B/ THE PORTION DEALING WITH REINFORCED CONCRETE IS EXPANDED, AND C/ A REDUCTION IN PAVEMENT THICK- NESS IS RECOMMENDED WHEN CEMENT TREATED BASE COURSE IS USED. KW - Airport runways KW - Base course (Pavements) KW - Bituminous pavements KW - Cement treated bases KW - Cement treated soils KW - Design KW - Design criteria KW - Flexible pavements KW - Guides KW - Guides to information KW - Pavement design KW - Pavement thickness KW - Pavements KW - Paving KW - Portland cement concrete KW - Reinforced concrete pavements KW - Thickness UR - https://trid.trb.org/view/99331 ER - TY - RPRT AN - 00404224 AU - ARAD, B AU - Federal Aviation Administration TI - NOTES ON THE MEASUREMENT OF CONTROL LOAD AND SECTOR DESIGN IN THE ENROUTE ENVIRONMENT PY - 1964/06 SP - 162 p. AB - No abstract provided. KW - Air traffic control KW - United States UR - https://trid.trb.org/view/219472 ER - TY - RPRT AN - 00073740 AU - Federal Aviation Administration TI - CLIMATIC STUDIES FOR PROPOSED LANDING SYSTEM FOR JOHN F. KENNEDY INTERNATIONAL AIRPORT PY - 1964/06 AB - This report consists of 32 volumes of climatological data for 32 different major airports. Ceiling, visibility, wind and weather information is grouped seasonally and by various periods of the day. Various weather categories are tabulated, in most cases from 10 years of data, to act as an aid in making decisions affecting the landing systems at these 32 air terminals. KW - Ceilings KW - John F. Kennedy International Airport KW - Meteorological data KW - Meteorological phenomena KW - Visibility KW - Weather forecasting KW - Wind UR - https://trid.trb.org/view/24526 ER - TY - RPRT AN - 00652760 AU - Catalano, J AU - McKown, C AU - Federal Aviation Administration TI - A STUDY OF REQUIREMENTS FOR A PILOT WARNING INSTRUMENT FOR VISUAL AIRBORNE COLLISION AVOIDANCE PY - 1963/12 SP - 113 p. AB - The utility of information which would be provided by operational Pilot Warning Instruments (PWI) was studied experimentally in terms of the effect of PWI upon each stage of pilot activity occurring when a pilot is confronted by and intruder, viz., detection of the intruder, evaluation of the intruder threat, and the resulting avoidance maneuver. It was found that PWI improved the probability of detecting intruder aircraft. The extent of improvement was directly related to the amount of the information it provided. In addition, earlier detection, as would occur from PWI information, resulted in earlier evaluation of intruder threat and in earlier maneuvering, when necessary. KW - Air pilots KW - Cockpit displays KW - Crash avoidance systems KW - Instrumentation KW - Requirements KW - Specifications KW - Warning systems UR - https://trid.trb.org/view/393022 ER - TY - RPRT AN - 00554500 AU - PAPROCKI, T H AU - Federal Aviation Administration TI - EVALUATION OF SIMPLIFIED APPROACH LIGHTING AIDS PY - 1963/11 SP - 4 p. AB - No abstract provided. KW - Airports KW - Landing aids KW - Landing aids aeronautics KW - Lighting UR - https://trid.trb.org/view/317114 ER - TY - RPRT AN - 00073049 AU - Federal Aviation Administration TI - U. S. SHORT HAUL PASSENGER-CARGO AIRCRAFT PY - 1963/10/11 AB - The short-haul market in aviation has proven to be very difficult from an economical standpoint for both aircraft manufacturers and airline operators; however, the Administration and the Congress have stated that development of local service aviation is in the national interest. Therefore, the FFA continues to study how it may help further local service aviation. The market for short-haul aircraft has been dominated by surplus vehicles so that manufacturers have been reluctant to undertake the development of new aircraft that could better serve this specialized market. The FAA believes that the introduction of new small and economical short-haul aircraft in the local service operation can materially assist in the continuation and expansion of service to small communities by giving them modern aircraft at minimum cost. KW - Local service airlines KW - Market research KW - Short haul UR - https://trid.trb.org/view/24453 ER - TY - RPRT AN - 00554499 AU - PAZERA, E E AU - Federal Aviation Administration TI - AN ANALYSIS OF REQUIREMENTS FOR DISPLACED THRESHOLD RUNWAY LIGHTING PY - 1963/05 AB - No abstract provided. KW - Airport runways KW - Airports KW - Lighting UR - https://trid.trb.org/view/318549 ER - TY - RPRT AN - 00911823 AU - Federal Aviation Administration AU - NATIONAL AIRSPACE SYSTEM (U.S.) AU - Federal Aviation Administration AU - Systems Research and Development Service TI - SUMMARY PRESENTATION OF THE SYSTEMS RESEARCH AND DEVELOPMENT SERVICE PROGRAM.. PY - 1963 AB - No abstract provided. UR - https://trid.trb.org/view/585440 ER - TY - RPRT AN - 00402013 AU - Federal Aviation Administration TI - REPORTS TO THE SUPERSONIC TRANSPORT STEERING GROUP PY - 1963 AB - No abstract provided. KW - Air transportation KW - Passenger traffic KW - Supersonic transport planes KW - United States UR - https://trid.trb.org/view/216109 ER - TY - RPRT AN - 00554517 AU - ALEO, J AU - Federal Aviation Administration TI - EVALUATION OF SNOW, ICE, AND SLUSH REMOVAL AND DISPOSAL EQUIPMENT FO WASHINGTON INTERNATIONAL AIRPORT PY - 1962/07 SP - 21 p. AB - No abstract provided. KW - Airports KW - Maintenance KW - Ronald Reagan Washington National Airport KW - Slush KW - Snow removal KW - Washington (District of Columbia) UR - https://trid.trb.org/view/317128 ER - TY - RPRT AN - 00401904 AU - GEOFFRION, D R AU - KIBARDIN, V M AU - Federal Aviation Administration TI - STATISTICAL PRESENTATION OF OPERATIONAL LANDING PARAMETERS FOR TRANSPORT JET AIRPLANES PY - 1962/06 AB - No abstract provided. KW - Jet propelled aircraft KW - Landing UR - https://trid.trb.org/view/216090 ER - TY - RPRT AN - 00403067 AU - PHILLIPS, C B AU - TWICHELL, N H AU - Federal Aviation Administration TI - INVESTIGATION OF DRILL TESTING FOR PANCAKE LIGHTS : FINAL REPORT PY - 1962/03 SP - 39 p. AB - No abstract provided. KW - Airports KW - Landing aids KW - Landing aids aeronautics KW - Lighting UR - https://trid.trb.org/view/215712 ER - TY - RPRT AN - 00402008 AU - Federal Aviation Administration TI - DIRECT OPERATING COSTS AND OTHER PERFORMANCE CHARACTERISTICS OF TRANSPORT AIRCRAFT IN AIRLINE SERVICE PY - 1962 AB - No abstract provided. KW - Airlines KW - Operating costs KW - Periodicals KW - Statistics KW - Transport aircraft KW - United States UR - https://trid.trb.org/view/216106 ER - TY - RPRT AN - 00091281 AU - Federal Aviation Administration TI - REPORT ON RULE-MAKING AND ENFORCEMENT PROCEDURES: PROJECT TIGHTROPE PY - 1961/10 SP - 30 p. AB - No Abstract. KW - Air traffic control KW - Aviation safety KW - Civil aviation KW - Emergencies KW - Federal government KW - Regulations KW - United States UR - https://trid.trb.org/view/24086 ER - TY - RPRT AN - 00402994 AU - OFFUTT, W J AU - Federal Aviation Administration TI - STUDY OF MOBILE LOUNGE AND OTHER APRON TRAFFIC DELAYS AT WASHINGTON DULLES INTERNATIONAL AIRPORT PY - 1961/01 AB - No abstract provided. KW - Airports KW - Intermodal terminals KW - Washington Dulles International Airport KW - Washington Metropolitan Area UR - https://trid.trb.org/view/216284 ER - TY - RPRT AN - 00950903 AU - Federal Aviation Administration TI - TERMINAL BUILDING FACILITIES PLANNED FOR DULLES INTERNATIONAL AIRPORT.. PY - 1961 AB - No abstract provided. KW - Airport terminals KW - Washington Dulles International Airport KW - Washington Metropolitan Area UR - https://trid.trb.org/view/602066 ER - TY - RPRT AN - 00403068 AU - EGGERT, W E AU - Federal Aviation Administration TI - APPROACH VISIBILITY STUDIES AT NEWARK : FINAL REPORT PY - 1960/09 SP - 112 p. AB - No abstract provided. KW - Airports KW - Lighting UR - https://trid.trb.org/view/215713 ER - TY - RPRT AN - 00073814 AU - Federal Aviation Administration TI - AIRPORT TERMINAL BUILDINGS PY - 1960/09 AB - The Federal Aviation Agency presents this design guide to assist airport developers, architects, and engineers in planning airport terminal buildings and associated facilities to meet current and expanding demands of air users. Planners of airport ground facilities must recognize the aeronautical advances and transportation appetites of these users to match the degree of modernization attained by aircraft builders. Featured in the guide are discussions and recommendations on building space relationships, area requirements, noise control within the building, and building area planning. Information provided is intended to reduce but not eliminate research on the part of the architect, which is necessary to achieve an adequate, economical, and functional building. KW - Airports KW - Aprons KW - Baggage KW - Baggage terminals KW - Hangars KW - Intermodal terminals KW - Noise control KW - Passengers KW - Planning KW - Structural design KW - Terminal design UR - https://trid.trb.org/view/24537 ER - TY - RPRT AN - 00074092 AU - Koetsch, J F AU - Federal Aviation Administration TI - COMBINED LANDING AND TAKEOFF CAPACITY OF A SINGLE RUNWAY PY - 1960/09 AB - This study presents a theoretical analysis of the landing capacity and the combined landing and take-off capacity of a single runway. Interrelationships of the following factors are studied--the separation between pairs of landing aircraft; the runway occupancy time of landing aircraft; the distance of the gate at the start of the approach path from the end of the runway; the variation in approach speeds and take-off speeds and the distance between the second landing aircraft and the taking-off aircraft. KW - Airport capacity KW - Airport runways KW - Airspace capacity KW - Runway capacity KW - Runway spacing KW - Spacing UR - https://trid.trb.org/view/24606 ER - TY - RPRT AN - 00403069 AU - GATES, R F AU - Federal Aviation Administration TI - AN INTERIM REPORT ON RUNWAY TOUCHDOWN ZONE LIGHTING FOR DULLES INTERNATIONAL AIRPORT PY - 1960/08 AB - No abstract provided. KW - Airports KW - Landing aids KW - Landing aids aeronautics KW - Lighting KW - Washington Dulles International Airport UR - https://trid.trb.org/view/216297 ER - TY - RPRT AN - 00403061 AU - Federal Aviation Administration TI - FEASIBILITY TESTS OF AIRCRAFT-MOUNTED ARRESTING HOOK : FINAL REPORT PY - 1960/07 SP - 21 p. AB - No abstract provided. KW - Airport runways KW - Airports KW - Landing aids KW - Landing aids aeronautics UR - https://trid.trb.org/view/215709 ER - TY - RPRT AN - 00073829 AU - Federal Aviation Administration TI - AIRPORT RUNWAY AND TAXIWAY DESIGN PY - 1960/07 AB - Airport operations at numerous civil airports have been observed and measured. The data have been analyzed to identify the elements important to airport capacity and that cause delay to operations, and to identify and evaluate aircraft spacing intervals. KW - Airport capacity KW - Airport operations KW - Airport runways KW - Airports KW - Design KW - Taxiways UR - https://trid.trb.org/view/24543 ER - TY - RPRT AN - 00402099 AU - Federal Aviation Administration TI - OPERATIONAL TEXT OF MARK X DECCA SYSTEM IN C-131 FIXED-WING AIRPLANE : FINAL REPORT, HELICOPTER OPERATIONS PROGRAM, PHASE I PY - 1960 AB - No abstract provided. KW - Aircraft pilotage KW - Helicopters KW - Pilotage UR - https://trid.trb.org/view/216116 ER - TY - RPRT AN - 00912240 AU - HINKELMAN, J W AU - Federal Aviation Administration TI - METEROLOGICAL ENGINEERING AND AIR SPACE MANAGEMENT. PY - 1959 AB - No abstract provided. KW - Aeronautics KW - Air traffic control KW - Aircraft pilotage KW - Meteorology KW - United States UR - https://trid.trb.org/view/585614 ER - TY - RPRT AN - 00825724 AU - Federal Aviation Administration TI - ANNUAL REPORT OF OPERATIONS UNDER THE FEDERAL AIRPORT ACT - FEDERAL AVIATION AGENCY.. PY - 1959 AB - No abstract provided. KW - Airports KW - Periodicals KW - United States UR - https://trid.trb.org/view/515907 ER - TY - RPRT AN - 00825723 AU - Federal Aviation Administration TI - ANNUAL REPORT OF OPERATIONS UNDER THE FEDERAL AIRPORT ACT.. PY - 1959 AB - No abstract provided. KW - Airports KW - Periodicals KW - United States UR - https://trid.trb.org/view/515906 ER - TY - RPRT AN - 00402892 AU - Federal Aviation Administration TI - STANDARD SPECIFICATIONS FOR CONSTRUCTION OF AIRPORTS PY - 1959 SP - 588 p. AB - No abstract provided. KW - Airports KW - Contracts KW - Design KW - Specifications UR - https://trid.trb.org/view/215651 ER - TY - RPRT AN - 00402098 AU - Federal Aviation Administration TI - FINAL REPORT : HELICOPTER OPERATIONS PROGRAM, PHASE I PY - 1959 AB - No abstract provided. KW - Aircraft pilotage KW - Helicopters KW - Pilotage UR - https://trid.trb.org/view/216115 ER - TY - RPRT AN - 00404025 AU - Graham, F W AU - Federal Aviation Administration TI - AIR TRAFFIC SYSTEMS RESEARCH BY SIMULATION PY - 1959 AB - No abstract provided. KW - Air traffic control KW - Simulation UR - https://trid.trb.org/view/221749 ER - TY - RPRT AN - 00404054 AU - Federal Aviation Administration TI - FAA TEAM STUDY OF R-484 & SOUTHERN CALIFORNIA ATC PROBLEMS PY - 1959 AB - No abstract provided. KW - Air traffic control KW - California KW - Los Angeles (California) KW - Southern California UR - https://trid.trb.org/view/221766 ER - TY - CONF AN - 01496638 AU - Noel, George AU - Allaire, Doug AU - Jacobson, Stuart AU - Willcox, Karen AU - Cointin, Rebecca TI - Assessment of the Aviation Environmental Design Tool SP - 8p AB - A comprehensive Tools Suite to allow for thorough evaluation of the environmental effects and impacts of aviation is currently being developed by the United States. This suite consists of the Environmental Design Space (EDS), the Aviation Environmental Design Tool (AEDT), and the Aviation environmental Portfolio Management Tool (APMT). A key priority is that environmental analyses are informed with the associated uncertainty from the tools, inputs and assumptions used in the analysis process. As part of the development of the Tools Suite, an assessment of each tool and a system-wide analysis of the entire suite are being undertaken. This assessment includes sensitivity to inputs and fidelity analyses that will provide an indication of uncertainty in analyses performed using the Tools Suite. Completion of the assessment and evaluation effort described herein is a key element of the development process. This paper presents a summary of the Tools Suite assessment and evaluation effort as it pertains to the AEDT component. AEDT takes detailed fleet descriptions and flight schedules and produces estimates of noise, fuel burn and emissions at global, regional and local levels. The AEDT component of the suite will be a publicly available regulatory tool within the U.S. This paper conveys the work completed so far and provides some insight into some of the findings. U1 - Eighth USA/Europe Air Traffic Management Research and Development SeminarFederal Aviation AdministrationEUROCONTROLNapa,California,United States StartDate:20090600 EndDate:20090700 Sponsors:Federal Aviation Administration, EUROCONTROL KW - Aircraft noise KW - Aviation KW - Aviation Environmental Design Tool KW - Environmental impacts KW - Evaluation and assessment KW - Fuel consumption KW - Pollutants KW - Sensitivity analysis KW - Uncertainty UR - http://ntl.bts.gov/lib/47000/47900/47949/p_084_EI.pdf UR - https://trid.trb.org/view/1264123 ER - TY - RPRT AN - 01075593 AU - Federal Aviation Administration TI - Branch County Memorial Airport, proposed negative declaration : environmental impact statement KW - Environmental impact statements KW - Michigan UR - https://trid.trb.org/view/834987 ER - TY - RPRT AN - 01073532 AU - Federal Aviation Administration TI - New Austin Airport alternative environmental assessment: environmental impact statement KW - Environmental impact statements KW - Texas UR - https://trid.trb.org/view/832924 ER - TY - RPRT AN - 01073528 AU - Federal Aviation Administration TI - Harlingen Industrial Airpark, Harlingen, Texas: Environmental impact statement KW - Environmental impact statements KW - Texas UR - https://trid.trb.org/view/832920 ER - TY - RPRT AN - 01073514 AU - Federal Aviation Administration TI - Acquisition of land and relocation of households construction and development of new Clark County Airport, Jeffersonville, Indiana: environmental impact statement KW - Environmental impact statements KW - Indiana UR - https://trid.trb.org/view/832906 ER - TY - RPRT AN - 01073502 AU - Federal Aviation Administration TI - MALS environmental impact study KW - Environmental impact statements UR - https://trid.trb.org/view/832894 ER - TY - RPRT AN - 00320702 AU - Federal Aviation Administration TI - LOCATION IDENTIFIERS PY - AB - Lists location identifiers (3-letter code, suggesting whenever possible, the location name that it represents) for the United States, and its possessions, and indicates, by means of asterisks, the United States international place name abbreviations (4-letter code used in international communications). Each issue supersedes previous edition KW - Air KW - Coding systems KW - Transportation planning UR - https://trid.trb.org/view/158733 ER - TY - RPRT AN - 00320100 AU - Federal Aviation Administration TI - ACCIDENT, INCIDENT, VIOLATION INFORMATION PY - AB - Info in this category describes the conditions surrounding the accident, incident, or violation. This includes the circumstances, causes, malfunction, mechanical failures, deviations from established procecures, injuries, and principals involved (pilots). No statistical incident information is aviilable; single incident report produced when requested. Info is obtained from FAA inspectors, pilots, and other crew members, ground crews, passengers, and witnesses. KW - Air KW - Safety and security KW - Transportation safety UR - https://trid.trb.org/view/158472 ER - TY - RPRT AN - 00320654 AU - Federal Aviation Administration TI - BIBLIOGRAPHY: AIRPORTS, 1977 PY - AB - This bibliography was prepared to illustrate input-output procedures that have been proposed for the implementation of an Air Transportation Research Information Service (ATRIS). The proposed subject scope for ATRIS covers 21 areas that range from aircraft to travel and tourism. The subject of airports was selected as the area for initial input to the ATRIS data base from which this bibliography has been produced. The bibliography has 10 chapters on major aspects of airports, including access, environmental impact, planning and design, safety and security, operations, and management. The bibliography contains nearly 800 references that represent initial input to the machine-readable ATRIS data base. The implementation plan calls for extending the data base to full coverage of all subject areas and to provide both on-line and off-line services to the air transport community. Many of the references were acquired from data bases held by National Aeronautics and Space Administration, National Technical Information Service, Engineering Index, and other information services. Other references were prepared from documents held by various libraries and transportation centers. Selections were made by staff of the Flight Transportation Laboratory at the Massachusetts Institute of Technology; final input and output processing was performed by Transportation Research Board information staff. A major purpose for the bibliography is to inform ATRIS users of the services that might be provided and through feedback from recipients of the bibliography to learn more about the needs and wants of users of air transport information. This is prototype product of the Air Transportation Research Information Service (ATRIS). KW - Air KW - Bibliographies UR - https://trid.trb.org/view/158711 ER - TY - RPRT AN - 00320101 AU - Federal Aviation Administration TI - WORLDWIDE CRIMINAL ACTS INVOLVING CIVIL AVIATION, (1974-PRESENT) PY - AB - Annual report on worldwide aircraft hijackings, attack on airports and airline offices, explosive devices found, and related crimes, including geographical area, casualties, and property damage. KW - Air KW - Safety and security KW - Transportation safety UR - https://trid.trb.org/view/158473 ER - TY - RPRT AN - 00320583 AU - Federal Aviation Administration TI - EXPLOSIONS ABOARD AIRCRAFT PY - AB - Semiannual tabulation of data on explosions aboard aircraft, 1949- . Contains an extended list showing date, location, circumstances, number of persons killed and injured, airline involved, type of aircraft, country of registry, and scheduled flight plan, for each incident; and 5 summary tables. KW - Air KW - Safety and security KW - Transportation safety UR - https://trid.trb.org/view/158687 ER - TY - RPRT AN - 00320585 AU - Federal Aviation Administration TI - SEMIANNUAL REPORT TO CONGRESS ON THE EFFECTIVENESS OF THE CIVIL AVIATION SECURITY PROGRAM (1974- ) PY - AB - Semiannual report to Congress on the Civil Aviation security program and the operation of airport passenger and baggage screening procedures. Procedures were instituted to prevent aircraft hijackings and related crimes, and are administered through FAA Civil Aviation Security Service. Contains narrative report with text statistics on hijackings, passengers screened, weapons and dangerous articles detected, arrests, explosions and bomb threats, and international security measures and 15 charts and tables, as follows: 1-4. Hijackings and hijacking attempts. 5-6. Bomb threats against airports and aircraft. 7-8. Characteristics of weapons detection devices and x-ray screening procedures, and number of units. 9. Airline passenger screening results. 10-14. Survey and training activities. 15. Compliance and enforcement actions. First 2 reports were titled "Report to Congress on the Effectiveness of Passenger Screening Procedures". KW - Air KW - Commodities KW - Freight traffic KW - Safety and security KW - Transportation safety UR - https://trid.trb.org/view/158689 ER - TY - RPRT AN - 00320591 AU - Federal Aviation Administration TI - SURVEY TO DETERMINE THE PERCENT OF PASSENGER AIRCRAFT DEPARTURES CARRYING HAZARDOUS MATERIALS, 1974 PY - AB - Report estimating percent of all U.S. commercial air carrier passenger and cargo flights carrying hazardous and radioactive materials. Contains explanation of methodology and 4 summary tables showing percent of passenger and cargo departures with hazardous and with radioactive materials, by type of carrier (domestic, commercial, supplemental, air taxi, and FAR121 and 135) and for selected airports ranked by percentage of departures. Data are based on a random sample of cargo load manifests of all operators in 50 states and D.C. Jan-April 1974. KW - Air KW - Passenger transportation KW - Safety and security KW - Transportation safety UR - https://trid.trb.org/view/158694 ER - TY - RPRT AN - 00320043 AU - Federal Aviation Administration TI - AIRCRAFT HIJACKING STATISTICS (1961-PRESENT) PY - AB - Summary report on U.S. and worldwide aircraft hijacking attempts and legal disposition of hijackers. Covers circumstances of incident, destination, outcome, casualties and identity of hijackers where known. A chronological listing of worldwide hijacking attempts (1931 - present) and U.S. aircraft hijacking attempts (1961-present). KW - Air KW - International transportation KW - Safety and security KW - Transportation safety UR - https://trid.trb.org/view/158455 ER - TY - RPRT AN - 00320559 AU - Federal Aviation Administration TI - FAA INFORMATION SOURCE GUIDE PY - AB - The guide provides identification of information categories and the designated office of primary interest (OPI) for each, who is responsible for developing, maintaining, and releasing the information. Also points to an organizational element of FAA to obtain assistance. Major information categories are: accident/incident/violation; accounting and audit; air agency; aircraft; airman; airports; airspace; aviation activity, aviation forecast, FAA aircraft management, facilities, medical research, R&D project management. KW - Air KW - Bibliographies UR - https://trid.trb.org/view/158681 ER - TY - RPRT AN - 00183881 AU - Federal Aviation Administration TI - TIPS ON HOW TO USE THE FLIGHT PLANNER PY - SP - n.p. AB - Instructions are provided on how to prepare a flight plan using a special form (the "Flight Planner") developed by FAA, the General Aviation Manufacturers Association, and Ohio State University, with emphasis on what meteorological information obtained from a briefing is necessary in order to make the proper (go - no go) decision. A listing of symbols commonly used in aviation weather forecasting and report is included for use in filling out the form. KW - Flight planning KW - Flight plans KW - General aviation KW - Manuals KW - Meteorological data KW - Meteorological phenomena KW - Training UR - https://trid.trb.org/view/78718 ER - TY - RPRT AN - 00155609 AU - East Central Florida Regional Planning Council TI - METROPOLITAN AIRCRAFT NOISE ABATEMENT POLICY STUDY-CAPE KENNEDY REGIONAL AIRPORT, MELBOURNE, FLORIDA. TECHNICAL REPORT PY - SP - 118 p. AB - This report is an analysis of the relationship between noise generated by aircraft operations and the use of affected land surrounding the John F. Kennedy Regional Airport in Melbourne, Florida. It includes a presentation of current land use information and the prospects for change. Proposals have been developed to encourage and enable the local governments involved to achieve compatible development through cooperative intergovernmental measures: comprehensive planning, capital improvement programming, mapping, zoning, annexation, land acquisition. The ecological impact is considered in a separate section. KW - Aircraft noise KW - Airport noise KW - Cape Canaveral (Florida) KW - Capital KW - Capital improvements KW - Environmental impact analysis KW - Environmental impacts KW - Improvements KW - Intergovernmental relations KW - Land use KW - Local government KW - Mapping KW - Noise control KW - Noise generation KW - Noise reduction KW - Noise sources KW - Policy KW - Zoning UR - https://trid.trb.org/view/49308 ER - TY - RPRT AN - 01368822 AU - Puccinelli, Jason AU - Karamihas, S AU - Hall, K AU - Senn, K AU - Nichols Consulting Engineers, Chartered AU - University of Michigan, Ann Arbor AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Performance Evaluation of Arizona’s LTPP SPS-1 Project: Strategic Study of Flexible Pavement Structural Factors PY - 2012/02//Final Report SP - 131p AB - As part of the Long Term Pavement Performance (LTPP) Program, Arizona Department of Transportation (DOT) constructed 16 SPS-1 test sections on U.S. Route 93 near Kingman. The SPS-1 study was designed to study a variety of structural sections in new asphalt concrete construction. Opened to traffic in 1993, the project was monitored at regular intervals until it was rehabilitated in 2006. Surface distress, profile, and deflection data collected throughout the life of the pavement were used to evaluate the performance of various flexible pavement design features, layer configurations, and thickness. This report documents the analyses conducted as well as practical findings and lessons learned that will be of interest to Arizona DOT. KW - Deflection KW - Flexible pavements KW - Long-Term Pavement Performance Program KW - Pavement design KW - Pavement distress KW - Pavement layers KW - Pavement performance UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ396(1).pdf UR - http://ntl.bts.gov/lib/44000/44300/44357/AZ396-1.pdf UR - https://trid.trb.org/view/1137351 ER - TY - RPRT AN - 01368815 AU - Sebesta, Stephen AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Statewide Implementation of Pave-IR in the Texas Department of Transportation PY - 2012/02//Technical Report SP - 122p AB - This project conducted work to complement implementation of Pave-IR into the Texas Department of Transportation’s hot-mix-asphalt quality control/quality assurance specification. Pave-IR provides real-time thermal profiling of paving operations to detect thermal segregation. To facilitate this implementation, a webinar was first conducted to introduce industry and agency personnel to the background of thermal profiling and how thermal segregation relates to mixture properties and performance. More than 80 attendees comprising both contractor and agency personnel attended the webinar. The webinar materials are available separate of this report as Product 5-4577-05-P1. Next, Pave-IR thermal profiling was demonstrated on eight construction projects. This report presents the results from these demonstrations, which were made of varying mixture types around the state. The thermal profiles collected ranged from projects with little thermal segregation to projects with frequent severe thermal segregation. In all cases, the demonstrations revealed contractor and agency staff eager to learn more about the technology and how the results can be used to place higher quality asphalt mixtures. KW - Hot mix asphalt KW - Pave-IR KW - Quality assurance KW - Quality control KW - Real time control KW - Segregation (Aggregates) KW - Technological innovations UR - http://tti.tamu.edu/documents/5-4577-05-1.pdf UR - http://ntl.bts.gov/lib/44000/44200/44282/5-4577-05-1.pdf UR - https://trid.trb.org/view/1137360 ER - TY - RPRT AN - 01368801 AU - Obermann, William R AU - UrbanTrans Consultants AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Travel Demand Management: A Toolbox of Strategies to Reduce Single-Occupant Vehicle Trips and Increase Alternate Mode Usage in Arizona PY - 2012/02//Final Report SP - 89p AB - The report provides a suite of recommended strategies to reduce single-occupant vehicle traffic in the urban areas of Phoenix and Tucson, Arizona, which are presented as a travel demand management (TDM) toolbox. The toolbox includes supporting research on how to deliver, monitor, and fund implementation of the strategies, and a framework for the development of performance measures to assess their effectiveness. The research effort included studies of travel behavior in Phoenix and Tucson, reviews of best-practice measures nationally, and those in use in Arizona today, and interviews with local and national TDM professionals. KW - Best practices KW - Phoenix (Arizona) KW - Single occupant vehicles KW - Travel behavior KW - Travel demand management KW - Tucson (Arizona) KW - Urban areas UR - http://ntl.bts.gov/lib/44000/44300/44358/AZ654.pdf UR - https://trid.trb.org/view/1137370 ER - TY - RPRT AN - 01368789 AU - Reeder, Phillip AU - Bhat, Chandra AU - Lorenzini, Karen AU - Hall, Kevin AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Positive Feedback: Exploring Current Approaches in Iterative Travel Demand Model Implementation PY - 2012/02//Technical Report SP - 158p AB - Currently, the models that the Texas Department of Transportation's (TxDOT’s) Transportation Planning and Programming Division (TPP) developed are traditional three-step models (i.e., trip generation, trip distribution, and traffic assignment) that are sequentially applied. A limitation of this sequential approach is an inconsistency between the travel time data used in the different stages of the process that may result in: (1) travel demand models (TDMs), which do not accurately reflect system-wide or corridor-level travel patterns, (2) travel times in alternative analyses that may not reflect accurate results, and (3) inaccurate results being used for the air quality determination process. To resolve these differences in the model sequence, researchers proposed an iterative feedback mechanism as an approach. This project researched current trends, practices, and tools in implementing a feedback approach for potential implementation in the TxDOT TDMs. In general, past research and practice underscores the importance of incorporating feedback loops in the travel demand process, especially in regions with moderate to high levels of traffic congestion during certain times of the day. Since the current TxDOT TDM model does not include any impedance or accessibility measures in the trip generation step, the best current approach is to feed back the output from the traffic assignment step to the trip distribution step. Overall, critical consideration should be given to the relative impact that implementing feedback might have on existing TxDOT-TPP practices. A feedback mechanism necessarily includes additional training and increases the calibration time associated with delivering base year travel models; and possibly could include additional data processing (and collection) related to time-of-day implementation. KW - Feedback KW - Traffic assignment KW - Travel demand KW - Travel patterns KW - Travel time KW - Trip distribution KW - Trip generation UR - http://tti.tamu.edu/documents/0-6632-1.pdf UR - http://ntl.bts.gov/lib/44000/44200/44281/0-6632-1.pdf UR - https://trid.trb.org/view/1137357 ER - TY - RPRT AN - 01368699 AU - Rached, Marc AU - Fowler, David W AU - Whitney, David P AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Preliminary Recommendations for Achieving Adequate Surface Friction in Class P Concrete Containing Manufactured Fine Aggregates PY - 2012/02//Technical Report SP - 26p AB - This report summarizes findings and recommendations regarding the usage of manufactured fine aggregates in portland cement concrete pavement (PCCP). The supporting research included both field and laboratory testing of aggregates and concrete properties that relate to skid resistance. Primary results show good correlation between friction values obtained using a Dynamic Friction Tester (DFT) and the micro-Deval test for fine aggregates (ASTM D7428). Recommendations on how to blend carbonate sands with low acid insoluble residues are presented in this document. KW - Acid insoluble residue KW - Artificial aggregates KW - Carbonate sands KW - Concrete pavements KW - Dynamic friction tester KW - Field tests KW - Fine aggregates KW - Friction KW - Laboratory tests KW - Micro-Deval test KW - Portland cement concrete KW - Recommendations KW - Skid resistance UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6255_p1.pdf UR - https://trid.trb.org/view/1137356 ER - TY - RPRT AN - 01368697 AU - Walubita, Lubinda F AU - Faruk, Abu N AU - Das, Gautam AU - Tanvir, Hossain A AU - Zhang, Jun AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - The Overlay Tester: A Sensitivity Study to Improve Repeatability and Minimize Variability in the Test Results PY - 2012/02//Technical Report SP - 153p AB - Hot mix asphalt (HMA) overlay is one of the most commonly used methods for rehabilitating deteriorated pavements. One major type of distress influencing the life of an overlay is reflective cracking. Many departments of transportation have implemented design-level tests to measure the rutting potential of HMA; these are typically wheel-tracking tests. However, currently, there is no national design-level test for measuring resistance to cracking. Currently, the Texas Department of Transportation uses the Overlay Tester (OT) to evaluate the cracking susceptibility of HMA mixes in the laboratory. While, the OT effectively simulates the reflective cracking mechanism of opening and closing of joints and/or cracks, repeatability and variability in the test results have been major areas of concern. In particular, variability in the OT test results poses a problem with most of the conventional dense-graded HMA mixes, such as Type C and D, which is approximately 75 percent of all the HMA used on Texas highways. This laboratory study presents a comprehensive sensitivity evaluation of the critical steps of the OT test procedure in an attempt to optimize the OT repeatability and minimize variability in the test results. In general, the study indicated that the sample drying method, glue quantity, number of sample replicates, air voids, sample age at the time of testing, and temperature variations are some of the key aspects that have a significant impact on the OT test repeatability and variability. Overall, findings from this study indicate that variability in the OT test results can be minimized if these aspects are improved and/or more clearly specified in the OT test procedure (Tex-248-F). KW - Bituminous overlays KW - Hot mix asphalt KW - Laboratory tests KW - Reflection cracking KW - Repeatability KW - Test procedures KW - Testing variability KW - Texas UR - http://tti.tamu.edu/documents/0-6607-1.pdf UR - http://ntl.bts.gov/lib/44000/44400/44464/0-6607-1.pdf UR - https://trid.trb.org/view/1137348 ER - TY - RPRT AN - 01368687 AU - Banerjee, Ambarish AU - Aguiar-Moya, Jose Pablo AU - Sivaram, Prasad AU - Smit, Andre de F AU - Prozzi, Jorge A AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Project Report on the Continued Development and Analysis of the Flexible Pavement Database PY - 2012/02//Technical Report SP - 50p AB - The original scope of Texas Department of Transportation (TxDOT) Research Project 0-6275 included continuing the development of the Texas Flexible Pavement Database (TFPD) developed as part of Research Project 0-5513. The objective of 0-5513 was to deliver a database capable of hosting the data necessary for new pavement design models that would result in more reliable and economical pavement design. The objective of 0-6275 was to continue the data collection and data population of the flexible pavement databases and to calibrate the models (transfer functions) used in the new Mechanistic-Empirical Pavement Design Guide (MEPDG) as well as TxDOT’s mechanistic design checks. In addition, this new project was to review the development conducted in 0-5513 to evaluate whether the database created covered the inference space of pavements in Texas and to make the necessary additions and changes. Therefore, the efforts of 0-6275 were primarily twofold. One aspect was geared towards extensive performance monitoring and material testing for better characterization of the experimental sections included as part of 0-5513 as well as new sections that were to be incorporated in the enhanced version of the TFPD. The other aspect of the study was to look into the calibration of the transfer functions in the newly developed MEPDG as well as Texas ME Design procedure being sponsored by TxDOT through the 0-5798 research study. It was understood that an effort to determine reliable bias correction factors would necessitate a large volume of project-specific information for a number of pavement sections that are well spread out within the state such that differences in materials, traffic, construction practices and climate are captured. The TFPD supplemented by other databases like the DCIS and the LIMS will ensure that the data needs for the calibration exercise are met and fulfilled to the extent possible. When time series data were not available, the researchers utilized relevant data from the FHWA’s Long Term Pavement Performance Studies (LTPP). This interim report summarizes the activities performed during the first 7 months of the project, when the current project was terminated. Therefore, this document reports on the work performed in Tasks 1 through 7. KW - Calibration KW - Databases KW - Flexible pavements KW - Mathematical models KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6275_1.pdf UR - https://trid.trb.org/view/1137260 ER - TY - RPRT AN - 01367789 AU - Johnson, Jeremy AU - Lee, Doh-Won AU - Farzaneh, Reza AU - Zietsman, Josias AU - Yu, Lei AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Characterization of Exhaust Emissions from Heavy-Duty Diesel Vehicles in the HGB Area - Final Report PY - 2012/02//Technical Report SP - 80p AB - The relative contribution of heavy-duty diesel vehicles (HDDVs) to mobile source emissions has grown significantly over the past decade, and certain vehicles identified as high emitting vehicles (HEs) contribute disproportionately to the overall HDDV emissions. It is critical for state and local transportation agencies in nonattainment areas such as the Houston-Galveston-Brazoria (HGB) area to address this component of the fleet to mitigate emissions effectively from the component. For this study, a total of 30 HDDVs were selected from City of Houston (COH) fleet based on opacity testing for HEs and random selection for non-HEs. With the selected 30 vehicles, driving and idling emission testing were performed to characterize their emissions with respect to vehicle classes, types (HE or non-HE), and model years. The measured emission testing results were analyzed and compared with Motor Vehicle Emission Simulator (MOVES) estimates as well as among vehicle classes and types. In general, emissions of HEs were higher than non-HEs. Replacing HEs with non-HEs or vehicles complying with new emissions standards could reduce their emissions significantly. This report contains detailed results including gaseous, PM, and air toxic emissions testing results and MOVES estimates. KW - Air pollution KW - Brazoria (Texas) KW - Diesel trucks KW - Exhaust gases KW - Galveston (Texas) KW - Heavy duty vehicles KW - High emitting vehicles KW - Houston (Texas) KW - Motor Vehicle Emission Simulator (MOVES) KW - Nonattainment areas KW - Vehicle fleets UR - http://tti.tamu.edu/documents/0-6237-1.pdf UR - https://trid.trb.org/view/1136482 ER - TY - RPRT AN - 01367561 AU - Dixon, Karen AU - Monsere, Chris AU - Xie, Fei AU - Gladhill, Kristie AU - Oregon Department of Transportation AU - Oregon Transportation Research and Education Consortium AU - Federal Highway Administration TI - Calibrating The Future Highway Safety Manual Predictive Methods For Oregon State Highways PY - 2012/02//Final Report SP - 98p AB - The Highway Safety Manual (HSM) was published by the American Association of State Highway and Transportation Officials (AASHTO) in the spring of 2010. Volume 2 (Part C) of the HSM includes safety predictive methods which can be used to quantitatively estimate the safety of a transportation facility. The resulting information can then be used to provide guidelines to identify opportunities to improve transportation safety. The safety performance functions (SPFs) included with this content, however, were developed for several states other than Oregon. Because there are differences in crash reporting procedures, driver population, animal populations, and weather conditions (to name a few), the State of Oregon needs to use calibrated SPFs when applying the HSM procedures to local Oregon facilities. Currently, the predictive methods have been developed for three facility types: rural two-lane two-way roads, rural multilane roads, and urban and suburban arterial roads. In this project, the research team calibrated SPFs for all three facility types based on their historic safety performance in Oregon. The report illustrates methods of site selection, the collection of crash and site-specific data, and analysis methods for calibration. Also, the report includes an evaluation of the crash severity distribution methods. With this information, Oregon agencies can use the calibrated HSM predictive methods to assess expected facility safety performance for Oregon conditions and facility alternatives. KW - Calibration KW - Crash data KW - Crash severity KW - Data collection KW - Highway safety KW - Highway Safety Manual KW - Multilane highways KW - Oregon UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/HSM.pdf?ga=t UR - https://trid.trb.org/view/1136372 ER - TY - ABST AN - 01573324 TI - Improving the Quality of Pavement Profiler Measurement AB - The objectives of this project are to (1) deliver sample procurement specification, maintenance guidelines, and profile analysis software program; (2) establish criteria for verification centers and assist with the development of these locations; (3) develop and deploy a traceable verification center; and (4) provide technical review of software. KW - Maintenance KW - Pavements KW - Quality control KW - Software KW - Specifications UR - http://www.pooledfund.org/Details/Study/280 UR - https://trid.trb.org/view/1366548 ER - TY - RPRT AN - 01376484 AU - Reed, Mary Beth AU - Sullivan, Patrick AU - Tankersley, W Matthew AU - Gale, Sara AU - Hammock, Mary AU - New South Associates AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Historic Streetcar Systems in Georgia: Context and Inventory PY - 2012/01/31/Final Report SP - 268p AB - The Georgia Department of Transportation (GDOT) and the Federal Highway Administration (FHWA) have funded the development of a context for resources associated with Georgia’s historic streetcar systems, with a focus on the metro Atlanta area, to provide GDOT staff and other preservation professionals a better understanding of these unique resources and to present a framework for their evaluation under Section 106 of the National Historic Preservation Act (NHPA). This Act requires federal and state agencies to assess the effects of their undertakings on cultural resources that are eligible for listing in the National Register of Historic Places (NRHP). Because remnants of streetcar tracks and associated properties are historic, they are surveyed and recorded; yet, their evaluation is often hampered by a lack of understanding of their significance by archaeologists and historians. KW - Atlanta (Georgia) KW - Cultural resources KW - Historic sites KW - History KW - Inventory KW - Public transit KW - Streetcars UR - http://www.dot.ga.gov/BuildSmart/research/Documents/GAStreetcar.pdf UR - https://trid.trb.org/view/1144062 ER - TY - ABST AN - 01529972 TI - Assessment and Evaluations of I-80 Truck Loads and Their Load Effects AB - The purpose of this project is to determine whether a) the Federal Highway Administration (FHWA) requirements outlined in the September 29, 2011 memorandum are being met; b) the current legal loads compared to the Wyoming weight-in-motion (WIM) data and vehicles allowed by state statute; c) the WIM and current legal loads compare to the AASHTO LRFR Legal/Raging Loads; and d) the accumulative damage effects of large loads on I-80 begin to be qualified. KW - Load factor KW - Loads KW - Pavement performance KW - Trucks KW - Weigh in motion KW - Wyoming UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RS03214%20I-80%20Live%20Load%20Study%20WYDOT%20Final.pdf UR - https://trid.trb.org/view/1314278 ER - TY - ABST AN - 01534480 TI - Implementation and Thickness Optimization of Perpetual Pavements in Ohio AB - Increases in traffic volume and loads, demands for longer-lasting pavements that reduce user delays due to reconstruction, and rising costs of energy and asphalt materials are some of the major challenges facing the paving industry and state departments of transportation in the United States. The concept of perpetual pavements has been identified as an emerging design technique to solve these challenges. Perpetual asphalt pavements are designed and built to last 50 years or more without requiring major structural rehabilitation or reconstruction. In perpetual pavements distresses are confined to the upper layer of the structure, by eliminating or reducing the potential for fatigue cracking through maintaining the strains in the pavement below a critical fatigue endurance limit (FEL). KW - Ohio KW - Pavement distress KW - Pavement performance KW - Perpetual pavements KW - Reconstruction KW - Service life KW - Thickness KW - Traffic loads UR - http://worldcat.org/arcviewer/9/OHI/2014/10/28/H1414523602145/viewer/file1.pdf UR - https://trid.trb.org/view/1320111 ER - TY - ABST AN - 01549638 TI - Research for AASHTO Standing Committee on Highways. Task 321. Developing a Framework for Emergency Responder/Roadside Worker Struck-by/Near-miss Database AB - The objective of this task is to identify data inputs and assess and recommend data collection protocols as a first step in developing the struck-by/near-miss database for roadside workers and emergency responders. KW - Data collection KW - Emergency response time KW - Emergency vehicles KW - Occupational safety KW - Roadside KW - Work zone safety UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3201 UR - https://trid.trb.org/view/1339867 ER - TY - ABST AN - 01547218 TI - Debris Management Handbook for Local and State DOTs AB - Much of the debris from any incident--whether a traffic incident, collapse of aging infrastructure, or major disasters such as a hurricane or tornado--falls on or is pushed onto roads. These roads must be cleared rapidly because they are part of the planned network of emergency routes to bring in first responders, as well as to provide the necessary mobility to get the injured to appropriate medical care or to shelters. In the aftermath of an incident, it is essential to restore the transportation system and other public utilities as quickly as possible. This involves clearing debris and repairing, replacing, or restoring critical transportation infrastructure. Local and state involvement in debris management varies. During most incidents with limited scope, local and state departments of transportation (DOTs) or public works departments are financially responsible for physically clearing debris from roads. However, during catastrophic events with large quantities of debris that must be removed, the federal government supports state and local efforts in clearing debris, including what lies in the transportation rights of way. To effectively work with federal programs, state and local DOTs need to be better prepared--in terms of training, resources, and expertise--to understand their role in debris clearance and to potentially serve as the lead for debris management. In order for states to succeed, they must equip those that do debris removal for routine incidents--often the public works departments--with the tools necessary to produce a comprehensive debris management plan that, for example, meets the Federal Emergency Management Agency (FEMA) requirements for reimbursement and federal assistance as outlined in the FEMA Catastrophic Planning Initiative and the National Response Framework. Numerous lessons learned and good practices exist in a variety of forms from a variety of groups, including how to hire contractors for large debris clearance efforts, how to use existing governmental resources to a locality's best advantage, how to pay for and get reimbursed for debris removal efforts, and so on. There is a need for this body of knowledge to be consolidated and presented in one source to improve state and local DOT capacities to manage debris removal for small through larger incidents and as a basis for training programs. The objective of this research is to develop a handbook with recommended practices and procedures for debris management for local, tribal, and state transportation and public works agencies. Project tasks are as follows: PHASE I (1). Prepare an annotated bibliography of pertinent domestic and international research, on the basis of applicability, conclusiveness of findings, and usefulness for the development of debris management plans that include emergency debris clearance, collection, segregation, recycling, removal, and disposal from (a) roads under local and state responsibility, (b) other locations as agreed to under the relevant local and state emergency management plans, and (c) other transportation infrastructure under state control or influence such as navigable inland waterways, general aviation airports, short line railroads, and public transportation rights of way. Include completed research and research currently under way. (2). Prepare a review of debris management activities conducted by local and state entities. Evaluate and summarize effective practices and lessons learned from available case studies, after-action reports, and investigative studies (e.g., Inspector General and Government Accountability Office reports). Pay particular attention to local, state, and federal ordinances, statutes, and administrative regulations related to (a) removal from public and private property and (b) contaminated debris management. (3). Analyze the information gathered in Tasks 1 and 2 to identify tools such as policies, procedures, mutual aid agreements, and memoranda of understanding that are potentially applicable to the roles and responsibilities of DOTs and public works agencies for debris management. Identify the incident command structure associated with implementation of the debris management plan, and the chain of custody and associated accountability and liability of transfers of debris (e.g., how do you know who is responsible when things go wrong under a variety of scenarios?). The analysis should encompass the full cycle of debris management activities. (4). Develop an updated work plan for Phase II and a detailed outline of the handbook. Identify proposed case studies to be developed in Phase II, to include an appropriate range of debris-inducing events.(5). Submit an interim report, within 8 months, to document the results of Tasks 1 through 4 for review by the National Cooperative Highway Research Program (NCHRP). PHASE II (6). Conduct the case studies in accordance with the approved Phase II work plan. The case studies should provide effective practices or examples of how local, state, or tribal DOTs or public works departments have (a) conducted debris management for incidents not covered under the Stafford Act, (b) implemented FEMA's and the Federal Highway Administration's (FHWA's) guidelines effectively, and (c) been successful in their requests for reimbursement from FEMA and/or FHWA. (7). Prepare the handbook. The handbook should include effective practices for developing, improving, and implementing debris management plans; guidelines on seeking reimbursements; a method for developing an action plan; a self-assessment process; and a glossary of terms. The handbook should address the need for (a) multijurisdictional agency conduct, cooperation, contracting, coordination, and collaboration with public officials; (b) identification of agencies typically involved; (c) public information; (d) decision support tools (such as those found in resources under Special Note F); (e) policy options for maximizing local and state reimbursement for debris management; (f) basic cost estimation techniques for debris management activities; (g) a process for identifying the expected degree of reimbursement and differences in who spends and who receives funds; and (h) checklists consistent with NCHRP Report 525, Vol. 16: A Guide to Emergency Response Planning for State Transportation Agencies. (8). In addition to the Task 7 handbook, prepare a final report that includes background material used in the preparation of the handbook. Also prepare, as separate deliverables, an executive summary of the project; an updated PowerPoint presentation; and an updated, suggested implementation plan. An interim report was received in December 2012. An interim meeting was held in January 2013. A preliminary draft final research report was received in August 2013 and a preliminary draft Handbook was received in September 2013. Revised final deliverables were received in January 2014. Published as NCHRP Report 781: A Debris Management Handbook for State and Local DOTs and Departments of Public Works. In addition to the handbook, a methodology report and a PowerPoint presentation describing the entire project are available on the Transportation Research Board TRB website by searching for "NCHRP Report 781." KW - Debris removal KW - Disaster preparedness KW - Disasters and emergency operations KW - Handbooks KW - Highways KW - Maintenance KW - Procedures KW - Recommendations UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2911 UR - https://trid.trb.org/view/1334199 ER - TY - ABST AN - 01566756 TI - Loop and Length Based Classification Pooled Fund AB - Many states are collecting length based classification data but few are collecting it using the same criteria. Agencies need to know the variability in their collection programs to better use the limited resources they are using to collect length based classification data. The objectives of this project are to: (1) field test installation methods for loops to determine the most cost effective and best performing procedures and materials; (2) determine the number of bins and the length spacing for each of those bins for uniform collection of length based classification data; and (3) establish calibration standards for vehicle length based measurements. KW - Calibration KW - Cost effectiveness KW - Data collection KW - Field tests KW - Loop detectors KW - Loops (Control systems) KW - Vehicle length UR - http://www.pooledfund.org/Details/Study/416 UR - https://trid.trb.org/view/1358412 ER - TY - ABST AN - 01566750 TI - Core Program Services for a Highway RD&T Program - FFY 2010 (TRB FY 2011) AB - This solicitation will cover the period of the Transportation Research Board's (TRB's) fiscal year 2011 that begins July 1, 2010, and ends June 30, 2011. Funds committed by participating States will be from their Federal fiscal year 2009 funding. This pooled fund study permits States to make their contributions to the Transportation Research Board (TRB) Core Program instead of sending their contributions to TRB directly. The TRB Core Program provides support funding for the TRB annual meeting. KW - Financing KW - Highways KW - Program development KW - Research and development KW - State departments of transportation KW - Transportation Research Board Annual Meeting UR - http://www.pooledfund.org/Details/Study/451 UR - https://trid.trb.org/view/1358406 ER - TY - ABST AN - 01548892 TI - Continued Advancements in Load and Resistance Factor Design (LRFD) for Foundations, Substructures and Other Geotechnical Features AB - The project objectives are to: (1) Revise and update comprehensive bridge design examples to reflect the most recent changes to Sections 3, 10 and 11 of the AASHTO LRFD Bridge Design Standards; (2) Redevelop instructor led and web-based training for transportation engineers responsible for substructure and foundation design of bridges; and (3) Identify research needs for continued advancement, and improved reliability and cost effectiveness of load and resistance factor design (LRFD) methodologies for substructures and foundations. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Bridge engineering KW - Bridge substructures KW - Foundations KW - Load and resistance factor design KW - Training UR - http://www.pooledfund.org/Details/Study/455 UR - https://trid.trb.org/view/1336367 ER - TY - ABST AN - 01552760 TI - Development of Transportation Asset Management Decision Support Tools AB - Implementing transportation asset management is a process of continuous improvement. The importance of senior management support cannot be overstated. The benefits of asset management as a decision support tool in making crucial funding decisions, planning budget trade-offs, monitoring asset performance, reducing asset life-cycle costs, and optimizing resource allocations may not be as apparent as the required investments in data collection and integration, process and definition standardization, and management information system acquisition and implementation, etc. A prototype platform that can readily demonstrate the benefits and capabilities of asset management as a decision support tool to the senior management will be highly valuable in building consensus and support for implementing asset management throughout the Department. KW - Asset management KW - Decision support systems KW - Financing KW - Life cycle costing KW - Management information systems KW - Resource allocation UR - http://worldcat.org/oclc/921157109/viewonline UR - https://trid.trb.org/view/1342429 ER - TY - RPRT AN - 01376084 AU - Holguín-Veras, José AU - Reilly, Jack AU - Aros-Vera, Felipe AU - Rensselaer Polytechnic Institute AU - New York State Department of Transportation AU - University Transportation Research Center AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - New York City Park and Ride Study PY - 2012/01/13/Final Report SP - 118p AB - This study reviewed existing practices in Park and Ride planning, developed a methodology for evaluating candidates, and applied the methodology to the commuter market in New York City. The team identified a set of candidates based on availability for Park and Ride use and transit connectivity. The candidates were evaluated using potential demand, savings, market share, and present value of benefits as performance measurements. KW - Location KW - Market share KW - New York (New York) KW - Park and ride KW - Parking facilities KW - Public transit KW - Savings KW - Urban areas UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-07-66_Final%20Report%20NYC%20PR%20Study.pdf UR - https://trid.trb.org/view/1143492 ER - TY - ABST AN - 01572543 TI - Dynamic Ridesharing Pilot Program AB - The Washington metro region ranks among the worst in the country for traffic congestion. Changes taking place as a result of the 2005 Base Realignment and Closure activities are creating additional transportation challenges in Northern Virginia, particularly in the I-95 corridor. This pilot funded through Federal Highway Administration's (FHWA's) Value Pricing Pilot Program will demonstrate the effectiveness of "dynamic ride sharing" to reduce the number of single occupant vehicles traveling the corridor, thus reducing congestion. Drivers and riders will be matched via a smart phone application, and a per-mile charge will be paid to drivers electronically. The goal of the project is to significantly reduce single occupant vehicle use and to create a self-sustaining program within the project time line. An evaluation will be conducted to measure single-occupant vehicle reductions in terms of number of vehicles and vehicle-miles traveled. Environmental impacts of these reductions will also be estimated. KW - Environmental impacts KW - Northern Virginia KW - Ridesharing KW - Single occupant vehicles KW - Traffic congestion KW - Value Pricing Pilot Program (FHWA) KW - Vehicle miles traveled UR - https://trid.trb.org/view/1364507 ER - TY - ABST AN - 01602523 TI - Pavement Subgrade Performance Study AB - The objectives of the study are to develop an improved mechanistic subgrade failure criterion for pavements; to evaluate the effect of environment (seasonal variability) on resilient material properties KW - Environmental impacts KW - Mechanical properties KW - Pavements KW - Performance KW - Resilience (Materials) KW - Subgrade (Pavements) UR - http://www.pooledfund.org/Details/Study/109 UR - https://trid.trb.org/view/1412723 ER - TY - RPRT AN - 01609442 AU - Mergenmeier, Andy AU - Von Quintus, Harold AU - Mallela, Jagannath AU - Littleton, Paul AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Safety EdgeSM Design and Construction Guide PY - 2012/01/05/Final Report SP - 32p AB - In a coordinated effort with highway authorities and industry leaders, the Federal Highway Administration (FHWA) Every Day Counts initiative serves as a catalyst to identify and promote cost effective innovations to bring about rapid change to increase safety of our nations highway system, decrease project delivery time, and protect our environment. The Safety EdgeSM concept is an example of one such initiative in which the edge of the road is beveled during construction for the purpose of helping drivers who migrate off the roadways to more easily return to the road without over correcting and running into the path of oncoming traffic or running off the other side of the roadway. This Design and Construction Guide shares the findings from ten demonstration projects in multiple states and other ad hoc projects in which the Safety EdgeSM was implemented. This Guide supports the FHWA's efforts to implement the Safety EdgeSM technology by providing standards, guidance, and specifications for adopting this treatment as a standard practice on all applicable new and resurfacing pavement projects. The Guide provides information on the various elements to consider when designing and constructing pavement projects with the Safety EdgeSM. The Guide provides insights and lessons learned on previously constructed projects, highlighting items that may vary from conventional pavement design and construction. KW - Demonstration projects KW - Highway design KW - Highway safety KW - Pavement design KW - Paving KW - Specifications UR - http://www.fhwa.dot.gov/innovation/everydaycounts/edc-1/pdf/se_des_gde.pdf UR - https://trid.trb.org/view/1420619 ER - TY - ABST AN - 01519046 TI - FHWA Traffic Noise Model: Version 3.0 Software Development AB - The objectives of the Federal Highway Administration Traffic Noise Model (FHWA TNM) Version 3.0 Software Development are to: 1) Enhance the graphical user interface (GUI). 2) Correct known software bugs. 3) Enhance functionality. KW - Configuration management KW - Development KW - Graphical user interfaces KW - Software maintenance KW - Traffic noise KW - Traffic Noise Model UR - http://www.pooledfund.org/Details/Study/384 UR - https://trid.trb.org/view/1302747 ER - TY - ABST AN - 01573251 TI - Long-Term Pavement Performance Program Standard Data Release (SDR) Number 27 AB - The Standard Data Release (SDR) is the annual release of the Long-Term Pavement Performance (LTPP) program database. The Standard Data Release is available annually to the public in Microsoft Access® format, and available on digital versatile discs (DVDs) and/or Universal Serial Bus (USB) drives. The Standard Data Release can be obtained through LTPP Customer Support Services at ltppinfo@dot.gov.Perhaps one of the most useful documents contained here for beginners is the tutorial "Accessing LTPP Data," which includes step-by-step examples of working with the SDR in Microsoft Access® and building queries for data extraction. The first document to read is the "Release Notes," which comes in hardcopy and electronic format with the SDR. These notes contain important information about organization, content, and significant changes that have occurred from release to release. A Reference Library DVD read-only memory (ROM) accompanies the SDR and gives the user the capability to search for software utilities, resource documents, and research reports that support the database. KW - Data collection KW - Digital computers KW - Long-Term Pavement Performance Program KW - Microsoft Access (Software) KW - Pavement design KW - Pavement performance UR - https://trid.trb.org/view/1366321 ER - TY - ABST AN - 01549626 TI - Transportation Research Programs to Address Energy and Climate Change AB - This National Cooperative Research Program (NCHRP) 08-36 task provided partial funding to a TRB Special Report 299 A Transportation Research Program for Mitigating and Adapting to Climate Change and Conserving Energy. KW - Climate change KW - Energy consumption KW - Strategic planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2635 UR - https://trid.trb.org/view/1339855 ER - TY - ABST AN - 01503457 TI - Data-driven Freeway Performance Evaluation Framework for Project Prioritization and Decision Making AB - The objective of this project is to develop a set of performance metrics that can be incorporated into operational management and planning process for investment decisions. The performance metrics will be based on the traffic data support from PeMS and their spatial and temporal effect will be illustrated on a Geographic Information System (GIS)-based platform. The project also strives to provide linkage between performance measures and decision making by using interpretative indicators and GIS-enabled methods to inform decisions. KW - Decision making KW - Evaluation and assessment KW - Geographic information systems KW - Investments KW - Performance measurement KW - Project management UR - http://www.mountain-plains.org/research/projects/downloads/2013-mpc-444.pdf UR - https://trid.trb.org/view/1285584 ER - TY - ABST AN - 01497116 TI - Using Flocculation to Reduce Turbidity of Construction Site Runoff AB - The United States Environmental Protection Agency (USEPA) is in the process of developing a new regulation on turbidity for the stormwater runoff from construction sites. Construction of highways usually requires large areas of land disturbance which may result in accelerated soil erosion. The stormwater runoff from highway construction sites typically contains a large amount of fine silt and clay particles that are difficult to remove using conventional best management practices (BMPs) such as silt fences, mulching, and sedimentation basins. It is crucial to develop technologies that can effectively reduce the turbidity of runoff from highway construction sites in order to meet future regulations and protect natural water resources. Polyacrylamide (PAM) flocculation has been demonstrated to be a cost-effective and practical BMP for erosion and sediment control. The application of PAM in construction sites requires an evaluation of specific soil types and climate conditions. The goal of this research is to determine the effectiveness of PAM flocculation to reduce the runoff turbidity level for highway construction sites in South Dakota. KW - Best practices KW - Erosion control KW - Flocculating agents KW - Road construction KW - Runoff KW - Sedimentation KW - Silt fence KW - South Dakota KW - Turbidity UR - http://www.mountain-plains.org/research/projects/downloads/2013-mpc-436.pdf UR - https://trid.trb.org/view/1266467 ER - TY - ABST AN - 01497115 TI - Fiber Reinforced Concrete for Structure Component AB - Deterioration of concrete is one of the major causes for poor performance and shortened life expectancy of road way infrastructures nationwide. Transportation departments are challenged to extend the service life of PCC (Portland cement concrete) structural components such as columns, bridge decks, and abutments in light of budget constraints. Because traditional concrete material has very poor resistance to tensile stress, reinforced structures often experience cracking and spalling, leading to accelerated corrosion of imbedded reinforcement, failure under severe loading, and lack of durability. One technology that may generate promising solution to this longevity problem is applying fiber reinforced concrete (FRC) material to these dynamically loaded structural components. Originated in the 1950's, concrete material reinforced with steel (SFRC), glass (GFRC), and synthetic fibers such as polypropylene fibers has been used in many structural engineering applications for several decades. It has a solid reputation for superior resistance to crack development and abrasion. Studies also indicated improvement on strength, ductility, resistance to dynamic loading, and resistance to freeze-thaw effects. Because of these improved properties, FRC has been used in many forms including bridge deck, repair, and building beam column connections. Currently, there is a wide variety of FRC products available for engineering applications, the applicability and cost-effectiveness of different products has not been evaluated systematically for the South Dakota Department of Transportation (SDDOT) in the past. There are many variables in the adoption of FRC products. Micro-synthetic or larger (macro) fibers are manufactured from polypropylene, polyethylene, polyester, nylon and other synthetic materials such as carbon, aramid and other acrylics. Depending on fiber type and application, dosage rates may range from 0.03 to 0.2% by volume of concrete (0.5 to 3.0 lb/y3). Engineers find it challenging to interpret performance claims by manufacturers based on unstandardized testing procedures and what seem to be high fiber dosage recommendations. KW - Fiber reinforced concrete KW - Freeze thaw durability KW - Polypropylene KW - Portland cement concrete KW - Service life KW - South Dakota KW - Structural analysis KW - Test procedures UR - http://www.mountain-plains.org/research/projects/downloads/2013-mpc-437.pdf UR - https://trid.trb.org/view/1266466 ER - TY - ABST AN - 01497114 TI - Calibration of HSM Predictive Methods on Rural State and Local Highways AB - Defining safety performance expectations is a challenge for transportation agencies. The Highway Safety Manual (HSM) of the American Association of State Highway and Transportation Officials (AASHTO) provides guidance for safety analysis using scientific and statistically sound methods. Given the expense of engineering studies and limited funding, safety reviews based on expected safety performance are a useful way to identify hot spots in a highway network as well as sight-specific safety problems. Predictive crash models, as formulated in Equation 1, pinpoint sites with great promise for crash reduction on the basis of decades of safety research and statistical analysis. KW - Crash reduction factors KW - Guidelines KW - Highway safety KW - Highway Safety Manual KW - Rural highways KW - Statistical analysis KW - Traffic crashes UR - http://www.mountain-plains.org/research/projects/downloads/2013-mpc-438.pdf UR - https://trid.trb.org/view/1266465 ER - TY - ABST AN - 01497113 TI - Precast Bridge Girder Details for Improved Performance AB - Many bridges on the local highway system need replacement. Local governments rely on the South Dakota Department of Transportation (SDDOT) to help replace the deficient bridges. With limited resources, SDDOT can only help replace about 30 bridges statewide each year, causing a backlog of local bridges in need of replacement. The current standard bridge used in these replacements is the double tee precast girder bridge for its relatively low construction cost, outsourced design, and short construction duration. The expected design life of these bridges was 50 to 70 years, but some built less than 40 years ago already need replacement. The most common problem is that longitudinal joints become damaged over time, most likely due to inadequate shear transfer between the girders, allowing water and debris to enter the joints. It is only a matter of time before the joint begins to spall, creating a path for moisture to reach the prestressing steel, initiate corrosion, and degrade the structural capacity of the bridge. It should also be noted that the double tee should be designed for girder continuity, often achieved by a reinforced concrete overlay or transverse posttensioning. Many local bridges are not designed for girder continuity, however, resulting in longitudinal joint deterioration and a non-redundant structure. KW - Deterioration KW - Girder bridges KW - Longitudinal joints KW - Posttensioning KW - Precast concrete KW - Service life KW - South Dakota KW - Spalling UR - http://www.mountain-plains.org/research/projects/downloads/2013-mpc-439.pdf UR - https://trid.trb.org/view/1266464 ER - TY - ABST AN - 01497112 TI - Tolerances for Placement of Tie Bars in Portland Cement Concrete Pavements AB - Tie bars provide load transfer along longitudinal joints and prevent lane separation in jointed concrete pavements. Tie bars are normally located within the middle third of the pavement thickness and span the longitudinal joint of two slabs. Tie bars are placed by staking or by using tie bar baskets prior to the placement of the concrete or during paving via automatic inserters. Inspection of South Dakota pavements after construction using ground penetrating radar (GPR) has revealed that many bars were misaligned or missing. More bars were reported missing or misaligned when automatic inserters were used. Many states, including South Dakota, have banned the use of automatic inserters based on a lack of confidence regarding the placement of tie bars. The long-term effect on the pavement from misaligned or missing bars is unknown, but it can be assumed that additional maintenance costs and reduced pavement life are both possible. KW - Concrete pavements KW - Ground penetrating radar KW - Longitudinal joints KW - Misalignments KW - Portland cement concrete KW - Service life KW - South Dakota KW - Tie bars UR - http://www.mountain-plains.org/research/projects/downloads/2013-mpc-440.pdf UR - https://trid.trb.org/view/1266463 ER - TY - ABST AN - 01497111 TI - Developing a Pavement Management System for Small Communities AB - Transportation infrastructure (such as road, bridges, bicycle path, and pedestrian walks) plays a big role in the city public works since it is directly related to community planning and public safety. There is an obvious need that an efficient management tool should be developed for resource allocating, decision making and long-range planning. Significant advances have been made during the last decade in developing infrastructure asset management systems. However, municipal cities have difficulties in implementing asset management systems for various reasons, including inadequate staff and limited usage of condition and inventory data, a lack of training, and others. A small city, for example, might have a limited budget for infrastructure maintenance and a shortage of manpower and technical resources. Therefore, research is needed to review the current practice on transportation asset management at county and municipal levels and provide useful recommendations to local government agencies. Pavement management is a concept that involves the coordination, scheduling, and accomplishment of all activities performed by a highway agency in the process of providing adequate pavements for the public. The system approach to pavement management is a rational, highly structured process that attempts to achieve the best value possible for the public funds expended to provide pavements. Of course, management decisions are made each day in the course of normal operations of highway agencies. The purpose of a pavement management system (PMS) is to improve the efficiency of this decision-making process, expand its scope, provide feedback regarding the consequences of decisions and the results of activities, and ensure the consistency of decisions made at different levels within the same organization. KW - Asset management KW - Condition surveys KW - Decision making KW - Local government agencies KW - Pavement management systems KW - Recommendations KW - Resource allocation KW - Small communities UR - http://www.mountain-plains.org/research/projects/downloads/2013-mpc-441.pdf UR - https://trid.trb.org/view/1266462 ER - TY - ABST AN - 01497109 TI - Bridge Structure Alternatives for Local Roads AB - South Dakota local governments own 1,959 bridges 40 feet or less in length and nearly half need replacement soon. The South Dakota Department of Transportation's (SDDOT)Local Government Assistance office provides local government access to federal funding, technical expertise, and administrative assistance with bridge replacement projects, but current funding limits only allow assistance with approximately 30 bridge replacements statewide per year. Local government bridge replacement projects funded with federal aid must comply with current SDDOT design standards and federal regulations. Some federal requirements significantly increase a project's construction time and cost, but if federal funds are not used, short span bridge projects could waive some requirements and potentially have significantly lower cost without compromising safety, structural capacity, or durability. Due to current federal funding limitations and increasing replacement needs, local governments are forced to make selective replacement decisions and delay many other bridge replacements by imposing load limits and closing bridges. Once the Local Government Assistance office has helped program a local bridge in the Statewide Transportation Improvement Plan (STIP), there is up to a ten year wait before a bridge will be replaced. Many bridges cannot wait for replacement without forcing local government decision makers to post load limits or close bridges. Local governments have an immediate need for low life-cycle cost bridge replacement alternatives. KW - Bridges KW - Construction projects KW - Federal government KW - Life cycle costing KW - Load limits KW - Regulations KW - Replacement (Bridges) KW - South Dakota UR - http://www.mountain-plains.org/research/projects/downloads/2013-mpc-443.pdf UR - https://trid.trb.org/view/1266460 ER - TY - ABST AN - 01463326 TI - Effects on Alternative Fuel Infrastructure on Key Effects on Alternative Fuel Infrastructure on Key Transportation Economic Metrics AB - The Washington State Department of Transportation (WSDOT) is responsible for planning, operating and maintaining a highway network consisting of over 18,500 lane-miles of highway. About 86 million vehicle miles per day operate on this highway network. Planning and building highways is by its nature a long-range enterprise. It requires making many assumptions about future travel demand and the fuel tax revenue needed to fund highway construction and maintenance. In recent years the growing uncertainty about future fuel prices and availability has made long range planning even more challenging. Rather than relying on simple trend extrapolation or forecasts that are political in origin, this study is intended to use market mechanisms to shed light on key long-range transportation planning assumptions. In particular, this study will help WSDOT assess the likelihood natural gas will substitute for petroleum fuels, as well as estimate the impact fuel prices will have on travel demand (vehicle miles traveled) and on fuel tax revenues. The uncertainty of future fuel tax revenue provides a major challenge to meeting the needs of a highly utilized but aging roadway infrastructure. Uncertainty in oil prices that lead to increases the cost to drivers threaten this revenue along with the increasingly efficient vehicles being introduced into the vehicle fleet. With oil prices on the rise it is natural for drivers to conserve funds by driving less and/or purchasing more fuel-efficient vehicles. Two immediate effects of reduced fuel usage are the reduction in fuel tax revenue, which makes budgeting more challenging, and lower greenhouse gas (GHG) emissions, a goal of WSDOT. Natural gas provides an attractive substitute for petroleum. Prices have fallen more than sixty percent from their peak in 2008. Proven reserves are approaching all time high levels (despite reduced exploration). The increasing price for petroleum and decreasing price for natural gas, at BTU parity quantities, means a cost advantage for natural gas. Natural gas also has the attractive feature of emitting fewer GHG, specifically CO2, increasing progress toward climate change goals. One item of key importance is the degree to which consumers and suppliers respond both to price changes and to a changing regulatory environment. Forecasting changes in natural gas usage in vehicles over time is complicated by the fact that consumers cannot easily, given the current infrastructure, switch fuel types in response to short-run price changes. Accurate forecasting requires an understanding of how changing prices affect consumer vehicle purchase and scrappage decisions and how those decisions affect vehicle fleet composition change over time. Price and regulatory changes can therefore have sharply different short- and long-run effects. Current research indicates, for example, that increased gasoline prices lead to a reduction in vehicle miles of travel (VMT) in the short run and to the purchase of more fuel-efficient vehicles. A key feature of the proposed study will be to assess the degree to which price can be expected to result in increased use or adoption of CNG vehicles. KW - Alternate fuels KW - Fuel prices KW - Fuel taxes KW - Greenhouse gases KW - Natural gas KW - Road construction KW - Transportation planning KW - Travel demand KW - Vehicle miles of travel UR - https://trid.trb.org/view/1231552 ER - TY - RPRT AN - 01571974 AU - Gara, Alesia Za AU - Grome, Anna AU - Roper-Graham, Janice AU - Mallela, Jagannath AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Highways for LIFE: An Analysis of Survey Findings PY - 2012/01 SP - 52p AB - This report summarizes the survey conducted as part of a Federal Highway Administration (FHWA) Highways for LIFE (HfL) initiative to collect feedback from key stakeholders as a program close-out activity. As part of the survey, the stakeholders were asked to provide input on how well the HfL program achieved its goals and provided potential ideas for the future. Although the HfL program is now ending, the feedback collected from the survey will be used to finalize the program’s final report. It will also be used to improve and/or initiate future FHWA programs focused on innovation deployment. Additionally, this input will be used to validate or clarify the findings collected as part of the HfL focus groups and interviews conducted in September and October, 2012. The six overarching themes identified in the HfL Focus Group and Interview Report were used to analyze the quantitative survey data as a means of cross-comparing the survey results with those rendered from the two focus groups and six individual interviews. A sub-set analysis of specific questions was also conducted as a means of evaluating the data from another perceptive. Due to the wealth of information collected, the survey team took care to adequately analyze all aspects of the data set both in conjunction with and separate from the data as a whole and depicted the various statistical findings within the report through a series of graphs and charts. KW - Data analysis KW - Financing KW - Focus groups KW - Highways for LIFE KW - Road construction KW - Stakeholders KW - Surveys KW - Technological innovations KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/hfl/pubs/hfl_survey_report_1-11-12.pdf UR - https://trid.trb.org/view/1363084 ER - TY - RPRT AN - 01542935 AU - Bentz, Dale P AU - Stutzman, Paul E AU - Sakulich, Aaron R AU - Weiss, W Jason AU - National Institute of Standards and Technology AU - Federal Highway Administration TI - Study of Early-Age Bridge Deck Cracking in Nevada and Wyoming PY - 2012/01 SP - 63p AB - In late 2009, the Echo Wash and Valley of Fire bridge decks were constructed in the Lake Mead National Recreation area in Nevada. Within six months after installation, in early 2010, both decks exhibited considerable transverse cracking, with some cracks extending through the thickness of the deck. Similar cracking was observed in the Snake River bridge deck in Wyoming. This report details the results of a two-pronged approach to examining the causes of such cracking. First, for the Nevada bridge decks, materials similar to those used in the construction of these bridge decks were obtained and mortars were prepared and evaluated for chemical shrinkage, autogenous shrinkage, and drying shrinkage. Second, cores from all three bridge decks were obtained and analyzed using both optical microscopy and scanning electron microscopy to assess air contents, paste and aggregate volume fractions, and the overall nature of the concrete microstructure. In all three cases, the concrete mixtures had been reportedly batched at a considerably lower water-to-cementitious materials ratio (w/cm) than that in the approved concrete mixture proportions, with reductions from the specified w/cm of approximately 0.40 to w/cm of 0.35 (Snake River) to 0.31 or 0.32 (Nevada). In the laboratory mortars, w/cm was therefore varied between 0.30 and 0.40 to examine the influence of this variable on shrinkage and cracking. The observed effects of w/cm on shrinkage and cracking were small, while petrographic analysis revealed that the in place concrete cores exhibited a w/cm of 0.4 or slightly higher, consistent with the concretes having been retempered with additional water after being batched. Such retempering could produce an inhomogeneous microstructure with dramatically high air contents that could ultimately contribute to the observed cracking. The high air contents were not detected in either the fresh air content determinations performed on site or the prepared compressive strength cylinders, likely due to the removal of entrapped air during test sample preparation in both cases. For the Nevada bridge decks, the cracking occurred following a dry period where average daily ambient relative humidities fell below 30%, greatly increasing the drying stresses and likely providing a final contribution to the observed cracking. KW - Admixtures KW - Air content KW - Bridge decks KW - Cement mortars KW - Cores (Specimens) KW - Microscopy KW - Nevada KW - Shrinkage KW - Transverse cracking KW - Water cement ratio KW - Wyoming UR - http://concrete.nist.gov/~bentz/NISTIR7841.pdf UR - https://trid.trb.org/view/1329173 ER - TY - RPRT AN - 01541519 AU - Research and Innovative Technology Administration AU - Federal Highway Administration AU - Federal Highway Administration TI - Eco-Logical Successes PY - 2012/01//Second SP - 7p AB - In 2006, leaders from eight Federal agencies signed the interagency document Eco-Logical: An Ecosystem Approach to Developing Infrastructure Projects. Eco-Logical is a document that outlines a shared vision of how to develop infrastructure projects in ways that are more sensitive to terrestrial and aquatic habitats, promoting advanced mitigation and early consideration of critical environmental resources. The eight Eco-Logical signatory agencies are: Bureau of Land Management (BLM), Federal Highway Administration (FHWA), National Oceanic and Atmospheric Administration (NOAA) National Marine Fisheries Service, National Park Service (NPS), U.S. Army Corps of Engineers (USACE), U.S. Department of Agriculture Forest Service (USFS), U.S. Environmental Protection Agency (EPA), and U.S. Fish and Wildlife Service (USFWS). In January 2011, FHWA published the first Eco-Logical Successes document. The document featured at least one of each signatory agency’s strategic environmental programs, projects, and efforts that are either directly related to or share the vision set forth in Eco-Logical and identified potential joint projects and opportunities for collaboration among the agencies. This, the second edition of Eco-Logical Successes, focuses on two agency programs: BLM’s Landscape Approach and USFWS’s Strategic Habitat Conservation Framework and Landscape Conservation Cooperatives, and provides a more in-depth discussion of these two programs and their linkages to Eco-Logical. KW - Bureau of Land Management KW - Conservation KW - Environmental policy KW - Federal government agencies KW - Habitat (Ecology) KW - Infrastructure KW - Sustainable development KW - U.S. Fish and Wildlife Service UR - http://www.environment.fhwa.dot.gov/ecological/successes/second_edition.asp UR - http://ntl.bts.gov/lib/48000/48300/48343/EcoLogical_Successes_II.pdf UR - https://trid.trb.org/view/1327140 ER - TY - RPRT AN - 01535663 AU - Taylor, Justin AU - Casavant, Ken AU - Moore, Danna L AU - 2L Data Solutions, LLC AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - The Economic Impact of Increased Congestion for Freight Dependant Businesses in Washington State PY - 2012/01//Final Technical Report SP - 251p AB - This report documents the economic analysis undertaken by Washington State Department of Transportation's (WSDOT’s) Freight Systems Division to estimate the costs of congestion to freight dependent industries in the state of Washington. WSDOT contracted with Washington State University’s (WSU's) Freight Policy Transportation Institute who utilized Justin Taylor of 2 L Data Solutions and the WSU Social and Economic Sciences Research Center (SESRC) to conduct survey research and economic analysis of the costs of alternative levels of increased congestion. WSU personnel received over 1,000 responses from firms who identified impacts of congestion on their operations. These data allowed estimation, via use of a input-output model, of the full impacts of congestion to consumers throughout the state as well as to the freight dependent industries themselves. KW - Businesses KW - Costs KW - Economic impacts KW - Freight traffic KW - Input output models KW - Surveys KW - Traffic congestion KW - Washington (State) UR - http://www.wsdot.wa.gov/NR/rdonlyres/0DA2A843-8BC3-41B7-A0F3-C72A610BEA90/0/EconomicImpactCongestion.pdf UR - https://trid.trb.org/view/1319875 ER - TY - RPRT AN - 01512515 AU - United States Federal Highway Administration TI - Mid-Currituck Bridge Study, Currituck and Dare counties : environmental impact statement PY - 2012/01//Volumes held: D, F, Air quality technical report B1, Alternatives screening report B2, Community impact assessment technical report B3, Essential fish habitat technical report B4, Historic architectural resources report B5, Historic architectural resource KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/1296839 ER - TY - RPRT AN - 01507927 AU - United States Federal Highway Administration TI - 14th Street Bridge corridor, Arlington, Virginia to Washington, DC : environmental impact statement PY - 2012/01//Volumes held: Draft KW - Environmental impact statements UR - https://trid.trb.org/view/1292251 ER - TY - RPRT AN - 01506964 AU - United States Federal Highway Administration TI - State Route 76 South Mission Road to Interstate 15 highway improvement project, San Diego County : environmental impact statement PY - 2012/01//Volumes held: Draft, Final KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/1291288 ER - TY - RPRT AN - 01506075 AU - Ayers, S R AU - BridgeComposites, LLC AU - Federal Highway Administration TI - Laminate Specification and Characterization: Composite Bridge Decking PY - 2012/01 SP - 48p AB - This report discusses work done on the specification and characterization of fiber - reinforced polymer laminate materials used for the trapezoidal profile used in creating a replacement deck unit. KW - Alternatives analysis KW - Bridge decks KW - Composite materials KW - Fiber reinforced polymers KW - Highway bridges KW - Laminates KW - Materials tests KW - Properties of materials KW - Specifications UR - http://www.fhwa.dot.gov/hfl/partnerships/composite_bridge/hif12020.pdf UR - https://trid.trb.org/view/1280730 ER - TY - RPRT AN - 01477102 AU - Ross, Catherine AU - Woo, M AU - Boston, T AU - Georgia Transportation Institute University Transportation Center (GTI-UTC) AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Impact of Regional SPLOST on County Infrastructure PY - 2012/01//Final Report SP - 240p AB - In response to fiscal constraints on transportation funding and the need to address transportation problems and create regional solutions, Georgia is proposing a 1% regional Special-Purpose Local-Option Sales Tax (SPLOST). To accommodate this initiative, Georgia created 12 Special Tax Districts that will affect all Georgia counties. This research (1) provides information on the challenges that other regional initiatives have faced and the strategies utilized in gaining voter support for such initiatives; (2) identifies possible implications that arise from the relationship between existing county SPLOSTs and the proposed regional SPLOSTs; and (3) provides strategies for the successful implementation of this regional initiative by estimating the likelihood that county-specific sales tax referenda for transportation will succeed and by identifying the factors that influence voting outcomes. The research identifies multi-jurisdictional initiatives across the U.S. which use transportation sales taxes as an alternative funding mechanism to derive the possible impacts a regional transportation sales tax might have on the ability of individual counties to secure county-specific sales taxes for transportation. Although there have been multicounty transportation sales tax initiatives undertaken across the U.S., none compare to the scale proposed in Georgia. The case studies in the report are a review of voter approval in other states of county-specific transportation sales tax initiatives occurring while a previous regional sales tax was in place, or vice versa. The voting process is examined through the use of models to identify major factors associated with the success of Georgia SPLOSTs. Separate models were run based on the purpose of SPLOSTs. Also, each special tax district is examined using SPLOST data to determine which districts and counties historically support SPLOSTs when the purpose is considered. The results show that the new regional SPLOSTs may bring minimal or no negative effect on county level transportation projects, since some of the proceeds from the regional SPLOSTs will also be earmarked for local transportation projects. However, the regional SPLOSTs, which propose only transportation projects, may negatively impact other new capital outlay project s at the local level, particularly when both education SPLOSTs and regional SPLOSTs are active in the same county. This implies that the competitive purposes of SPLOSTs will be more critical than those between county-specific and regional SPLOSTs. KW - Financing KW - Georgia KW - Incentives KW - Infrastructure KW - Regional planning KW - Sales tax KW - Specialized training UR - http://www.utc.gatech.edu/sites/default/files/projects/reports/ross_and_elliott_impact_of_regional_splost_final_report_regional_splost_clr_07062012_0.pdf UR - https://trid.trb.org/view/1246697 ER - TY - RPRT AN - 01472543 AU - Rochat, Judith L AU - Hastings, Aaron L AU - Read, David R AU - Lau, Michael AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - FHWA Traffic Noise Model (TNM) Pavement Effects Implementation Study: Progress Report 1 PY - 2012/01//Final Report SP - 110p AB - The Volpe Center Acoustics Facility, in support of the Federal Highway Administration (FHWA), investigated the implementation of pavement effects in the FHWA Traffic Noise Model (TNM). Three options were considered, resulting in the recommendation of two options: 1) implementation of user-defined pavement-specific emission levels (REMELs), with proof of adequate data; and 2) implementation of on-board sound intensity (OBSI)-adjusted tire/pavement noise source levels, implemented as a large database in the FHWA TNM and also as a user-defined option. Each option would also include adjusting for the pavement sound absorption by applying pavement-specific effective flow resistivity (EFR) values. KW - On Board Sound Intensity KW - Pavements KW - Reference Energy Mean Emission Level (REMEL) KW - Sound absorption KW - Tire/pavement noise KW - Traffic noise KW - Traffic Noise Model UR - http://ntl.bts.gov/lib/46000/46400/46466/DOT-VNTSC-FHWA-12-01.pdf UR - https://trid.trb.org/view/1239139 ER - TY - RPRT AN - 01469559 AU - Zhang, Yan AU - Suarez, Hernan AU - Perera, Sudantha AU - University of Oklahoma, Norman AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Next Generation Smart Barrel System for Workzone Safety Enhancement PY - 2012/01//Final Report SP - 71p AB - The Radar Innovations Lab in the University of Oklahoma collaborated with the P&R Division of the Oklahoma Department of Transportation (OK-DOT) on an innovative technology for traffic speed monitoring and control in highway work zones, called Smart Barrel Systems. The smart barrel system appears as a group of normal traffic control barrels, but they are equipped with advanced and low-cost Doppler radar sensor and wireless radio nodes. The traffic speeds are monitored by a sensor node at the work zone entrance in real-time, and then all the nodes in the network coordinate among each other to determine the warning message to motorists, which in this case is the flashing LED lights on top of the barrel drums. There are six tasks in this one-year project: (1) Requirement analysis and specifications, (2) Simulation/Modeling, (3) Design and test a Doppler radar sensor, (4) ZigBee radio testbed platforms, (5) Prototype smart barrels, (6) Meetings and reports. As an extension of the originally planned task 5, a small-scale (10-node) smart barrel system is integrated and deployed at an actual work zone site at I-40, during the period of Aug- Dec 2011. Significant speed reduction has been observed by comparing the traffic speed profile entering the “smart work zone” to the speed profile leaving the zone. A series of improvements have been made for better synchronization of the nodes/lights, longer battery life, and lower costs. KW - Doppler radar KW - Monitoring KW - Real time information KW - Traffic control KW - Traffic speed KW - Warning devices KW - Work zone safety UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/rad_spr2-i2232-fy2011-rpt-final-zhang.pdf UR - https://trid.trb.org/view/1237828 ER - TY - RPRT AN - 01457369 AU - Federal Highway Administration AU - Volpe National Transportation Systems Center TI - Best Practices in Geographic Information Systems-Based Transportation Asset Management PY - 2012/01 SP - 71p AB - This report provides background on geographic information systems (GIS) and transportation asset management (TAM), describes how public agencies have been integrating the two, and identifies benefits and challenges to doing so. The information presented is gleaned from a literature review and interviews with several state departments of transportation (DOTs) and one county agency. The report also identifies some leading industry trends and new, innovative approaches to using GIS for TAM. KW - Asset management KW - Best practices KW - Case studies KW - Geographic information systems KW - State departments of transportation KW - Technological innovations UR - http://www.gis.fhwa.dot.gov/documents/GIS_AssetMgmt.pdf UR - https://trid.trb.org/view/1225457 ER - TY - RPRT AN - 01448522 AU - Schonfeld, Paul M AU - Kim, Myungseob AU - Cheong, Seonyeong AU - University of Maryland, College Park AU - Mid-Atlantic Universities Transportation Center AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Integration of Fixed and Flexible Route Public Transportation Systems, Phase I PY - 2012/01//Final Report SP - 34p AB - To provide efficient public transportation services in areas with high demand variability over time, it may be desirable to switch vehicles between conventional services (with fixed routes and schedules) during peak periods and flexible route service during low demand periods. The authors call this possibility a variable-type service. In this research project the authors compare conventional, flexible and variable-type service alternatives optimized for various conditions in order to explore when variable-type bus services might be preferable to pure ones. The optimization models used for purely conventional or flexible services are adapted from previous studies. These models are integrated into a new model for optimizing variable-type bus services. The results of sensitivity analyses show how the demand variability over time and other factors affect the relative effectiveness of conventional, flexible and variable-type bus services. Additional details on the problem and its formulation, solution methods, and obtained results, are provided in this report. KW - Bus transit KW - Fixed routes KW - Flexible routes KW - Off peak periods KW - Optimization KW - Peak periods KW - Public transit KW - Schedules and scheduling KW - Service demand KW - Travel demand management KW - Variable demand UR - http://www.mautc.psu.edu/docs/UMD-2009-03.pdf UR - http://ntl.bts.gov/lib/46000/46000/46070/UMD-2009-03.pdf UR - https://trid.trb.org/view/1214984 ER - TY - RPRT AN - 01448517 AU - Schonfeld, Paul M AU - Kim, Myungseob AU - University of Maryland, College Park AU - Mid-Atlantic Universities Transportation Center AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Integration of Fixed and Flexible Route Public Transportation Systems, Phase II PY - 2012/01//Final Report SP - 23p AB - Conventional bus service (with fixed routes and schedules) has lower average cost than flexible bus service (with demand-responsive routes) at high demand densities. At low demand densities flexible bus service has lower average costs and provides user-friendly door-to-door service. Bus size is interrelated with service type since large buses have lower average cost per passenger than small buses at high demand densities, and vice versa. The service type and vehicle size decisions are jointly optimized here for a bus transit system connecting a major terminal to local regions. Bus sizes, conventional route spacing and flexible service area are the decision variables in a proposed algorithm which optimizes a multi-dimensional nonlinear integer optimization problem. Numerical analysis shows how the proposed Variable Mode & Multiple Fleets Operation can reduce total cost compared to a Single Fleet & Single Mode Operation. The sensitivity of results to important parameters is explored. Additional details on the problem and its formulation, the solution methods employed, and the results obtained are provided in this report. KW - Algorithms KW - Bus transit KW - Demand responsive transportation KW - Fixed routes KW - Flexible routes KW - Optimization KW - Public transit KW - Vehicle size UR - http://www.mautc.psu.edu/docs/UMD-2010-03.pdf UR - http://ntl.bts.gov/lib/46000/46000/46071/UMD-2010-03.pdf UR - https://trid.trb.org/view/1214986 ER - TY - RPRT AN - 01444841 AU - Grant, Michael AU - Rue, Harrison AU - Trainor, Stephanie AU - Bauer, Jocelyn AU - Parks, Jamie AU - Raulerson, Mary AU - Rooney, Kathleen AU - Suter, Sonya AU - Science Applications International Corporation AU - ICF Consulting AU - Kittelson & Associates AU - Federal Highway Administration TI - The Role of Transportation Systems Management & Operations in Supporting Livability and Sustainability: A Primer PY - 2012/01 SP - 60p AB - This primer describes the role of transportation systems management and operations (M&O) in advancing livability and sustainability. The document highlights the connections between M&O and livability and sustainability objectives and the importance of a balanced, comprehensive approach to M&O in order to support those objectives. The document describes nine key elements for managing and operating transportation systems in ways that support livability and sustainability. The document also provides a vision of how the regional transportation system could look in the future if M&O strategies were comprehensively implemented to advance livability and sustainability goals. Case examples throughout and a section on implementation will help practitioners to get started on implementing M&O to support livability and sustainability in their communities. KW - Case studies KW - Multimodal transportation KW - Planning and design KW - Quality of life KW - Sustainable development KW - Sustainable transportation KW - Transportation operations KW - Transportation planning KW - Transportation system management UR - http://www.ops.fhwa.dot.gov/publications/fhwahop12004/fhwahop12004.pdf UR - https://trid.trb.org/view/1212153 ER - TY - RPRT AN - 01383603 AU - Sargand, Shad M AU - Figueroa, J Ludwig AU - Ohio University, Athens AU - Ohio Department of Transportation AU - New York State Department of Transportation AU - Federal Highway Administration TI - Monitoring and Modeling of Pavement Response and Performance. Task B: New York. Executive Summary Report PY - 2012/01 SP - 3p AB - Perpetual asphalt concrete (AC) and long-lasting Portland cement concrete (PCC) pavements are relatively new to the pavement community. These newer pavements require the use of innovative Mechanistic-Empirical (ME) design procedures, advanced climatic models, updated specifications, test methods providing detailed material properties, and construction techniques not been entirely adopted into standard practice. Standard practice for rehabilitating distressed highway pavements generally involves the application of AC overlays. When AC overlays are placed on distressed PCC pavements, slab movements cause stress concentrations to develop at joints and cracks, which often results in premature cracks reflecting up through to the surface at these locations. By breaking PCC slabs into smaller pieces prior to overlay, stresses are reduced by distributing the load over a wider area. Instrumentation installed in these pavement sections will provide data regarding measured responses under known environmental and loading conditions. Objectives of the project include: (1) Monitor new perpetual AC and long-lasting PCC pavements constructed on US-30 in Ohio, rehabilitated PCC pavements on I-86 in New York, and other existing instrumented pavements in both states; (2) Verify ME design procedures for all pavements in the study by comparing theoretical calculations with measured responses and performance; (3) Calibrate ME procedures presented in the NCHRP 1- 37A AASHTO Pavement Guide for Ohio and New York using data collected in this and other previous studies; (4) Conduct controlled testing of perpetual pavement systems to determine their relative performance and to recommend the most promising layer configurations; and (5) Document all research findings in a final report. Within each of these primary objectives were various secondary objectives related to the primary goals. KW - Asphalt concrete pavements KW - Concrete pavements KW - Mechanistic-empirical pavement design KW - Pavement design KW - Pavement maintenance KW - Pavement performance KW - Perpetual pavements KW - Portland cement concrete UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2012/Pavements/134287_ES.pdf UR - http://ntl.bts.gov/lib/45000/45100/45176/134287_ES.pdf UR - https://trid.trb.org/view/1146610 ER - TY - RPRT AN - 01379714 AU - Ishak, Sherif AU - Wolshon, Brian AU - Sun, Xiaoduan AU - Korkut, Murat AU - Qi, Yan AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Evaluation of the Traffic Safety Benefits of a Lower Speed Limit and Restriction of Trucks to Use of Right Lane Only on I-10 Over the Atchafalaya Basin PY - 2012/01//Final Report SP - 286p AB - To improve traffic operation and safety, several states have implemented truck lane restriction and differential speed limit policies on freeways. In response to an 11-vehicle crash in September 2003, the Louisiana State Department of Transportation and Development (LADOTD) introduced such operational policies on the 18-mile elevated section of Interstate 10 over the Atchafalaya Basin, where trucks were restricted to the right lane and their speed limit was reduced to 55 mph. The speed limit for all other types of vehicles was also reduced to 60 mph. The primary objectives of this research study were to examine the traffic characteristics and truck compliance behavior to the newly implemented policies, as well as evaluate the overall safety impact of such policies. Additionally, two opinion surveys were conducted to determine the truck drivers’ perception and opinions with respect to these policies. Traffic data were collected and analyzed for four different sites along the freeway corridor using multiple linear regression, pairwise comparison and two sample t tests. The basic statistical analysis showed that the speed in the left lane was much higher than it was in the right lane as a result of the imposed differential speed limit. The results also showed more trucks in the right lane than in the left lane, with a compliance rate in the range of 60% to 80% most of the time. Further statistical analysis showed that the truck speeds were generally lower than the rest of the vehicles because of their reduced speed limit. For mixed traffic composition, truck speeds were significantly higher than 55 mph, but lower than 60 mph on the right lanes. The truck speeds, however, exceeded 60 mph in the left lane. Thus, trucks generally violated both lane restriction and speed limit. However, it should be noted that truckers were informed through the local trucking association that they were permitted to overtake in the left lane. Thus, their presence in the left lane and their increased speed may be at least partially due to the overtaking maneuver. The results from both surveys were consistent and showed that the truckers were not in favor of the restrictions and did not perceive that significant safety benefits would be gained from such restrictions. In fact, several responses indicated that it would be safer to have uniform speed limits and freedom to select a travel lane. The crash data analysis clearly showed a reduction in the number of crashes, and particularly the number of truck crashes but in addition to the imposed restriction policies there were other improvements made such as shot abrasion and raised pavement markers, whose safety impact could not be independently evaluated. KW - Atchafalaya Basin KW - Compliance KW - Crash data KW - Freeways KW - Highway safety KW - Lane restrictions KW - Louisiana KW - Operating speed KW - Speed limits KW - Statistical analysis KW - Surveys KW - Traffic data KW - Truck crashes KW - Truck drivers KW - Truck traffic UR - http://www.ltrc.lsu.edu/pdf/2012/fr_435_web.pdf UR - http://ntl.bts.gov/lib/45000/45600/45661/fr_435_web.pdf UR - https://trid.trb.org/view/1147330 ER - TY - RPRT AN - 01379216 AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Alternative Uses of Highway Right-of-Way : Accommodating Renewable Energy Technologies and Alternative Fuel Facilities PY - 2012/01//Final Report SP - 101p AB - The Federal Highway Administration (FHWA) sponsored this research to learn more about the current state of the practice, challenges State Departments of Transportation (DOTs) have faced, and lessons learned in accommodating alternative energy technologies and alternative fuel facilities in highway right-of-way (ROW). Dissemination of the information in the report should better enable State DOTs and local public agencies to evaluate the feasibility of accommodating renewable energy technologies and alternative fuel facilities in the ROW and to identify effective practices for implementing such projects. KW - Alternate fuels KW - Renewable energy sources KW - Right of way (Traffic) KW - State departments of transportation KW - State of the practice KW - Technology UR - http://ntl.bts.gov/lib/44000/44700/44749/altusesreport.pdf UR - https://trid.trb.org/view/1146823 ER - TY - RPRT AN - 01376419 AU - Bandini, Paola AU - Halter, Susan Bogus AU - Montoya, Kelly R AU - Pham, Hung V AU - Migliaccio, Giovanni C AU - New Mexico State University, Las Cruces AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Improving NMDOT’s Pavement Distress Survey Methodology and Developing Correlations between FHWA’s HPMS Distress Data and PMS Data PY - 2012/01//Final Report SP - 158p AB - The New Mexico Department of Transportation (NMDOT) has a program to collect distress data through visual surveys and uses this information at the network level, together with roughness and rutting data, to calculate its pavement serviceability index. The main goal of this research study was two-fold: revise and improve the current distress evaluation protocol with the purpose of increasing the objectivity and accuracy of the distress data and methods, and develop simple procedures to estimate distress data required for Highway Performance Monitoring System (HPMS) reporting and for NMDOT’s Pavement Management System (PMS). A revised protocol for visual distress surveys in flexible pavements was proposed. The variability and practicality of the proposed protocol was tested in 66 sample sections and two rounds of surveys with very good results. The interrater agreements of the current and proposed protocols were evaluated applying the Average Deviation Index method. Even though the interrater agreement was different among the distress types, the proposed protocol showed good levels of agreement for all distresses, both for severity and extent. It is recommended that the distress evaluations of rigid sections rate the same distress type but include ratings of all severity levels. Field tests consisting of detailed measurements of transverse cracks, longitudinal cracks and alligator cracking were done in 15 sample sections to determine procedures to estimate distress parameters for HPMS and PMS from raters’ data of visual surveys. The Pavement Serviceability Index (PSI) was revised to accommodate the changes introduced by the proposed protocol. This report includes an implementation plan for the recommended approaches. Also included is a summary of the project goals, overview of the work performed, proposed protocol and recommendations in the format of a presentation for dissemination purposes. KW - Condition surveys KW - Fatigue cracking KW - Flexible pavements KW - Monitoring KW - New Mexico KW - Pavement distress KW - Pavement management systems KW - Pavement performance KW - Serviceability UR - https://trid.trb.org/view/1144169 ER - TY - RPRT AN - 01376388 AU - Federal Highway Administration TI - Creating an Effective Program to Advance Transportation System Management and Operations: Primer PY - 2012/01 SP - 20p AB - The purpose of this Primer is to raise awareness of the opportunities for improving the effectiveness of State and local Transportation System Management and Operations (TSM&O) activities. The Primer provides high-level guidance focused on key program, process, and organizational capabilities that are essential to the development of more effective TSM&O strategy applications. It is aimed at program and activity-level managers responsible for TSM&O related activities in State, regional, and local transportation agencies. The Primer provides the following information: descriptions of the six key dimensions of agency capability that support improved system operations and management effectiveness; definitions of capability improvement levels that support increasing effectiveness in each of the six dimensions; and descriptions of the actions an agency can take to reach the next level of capability in each dimension, along with illustrations of their implementation. KW - Highway operations KW - Transportation departments KW - Transportation system management UR - http://www.ops.fhwa.dot.gov/publications/fhwahop12003/fhwahop12003.pdf UR - https://trid.trb.org/view/1144133 ER - TY - RPRT AN - 01376170 AU - Hunter, Michael AU - Rodgers, Michael AU - Georgia Tech Research Corporation AU - Georgia Institute of Technology AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Evaluation of Intersection Countermeasures on High-Speed Rural Multi-Lane Facilities PY - 2012/01//Final Report SP - 75p AB - The primary objective of this study is the evaluation of the effectiveness of several proposed safety treatments at two intersections in Habersham County, Georgia. The intersections selected for this study had high crash rates leading to a Georgia Department of Transportation proposal for various safety improvements. To evaluate the impact of the safety treatments, this study focused on an evaluation of various surrogate measures of safety: speed, acceleration/deceleration rate, and Post Encroachment Time (PET). The study used video recording as the primary data collection methodology and used custom software, developed as a part of the project, for data reduction of the resulting videos. Global Positioning System (GPS) probe vehicles were used to provide a ground truth reference. Data collected showed that the treatment had negligible impact on the behavior of the vehicles studied regarding the surrogate measures considered. As a follow up study, the use of PET data as a surrogate measure was further explored. The objective of this investigation was to determine the utility of using PET to rapidly determine the potential safety impact of a treatment. For this investigation data were collected at two pairs of intersections. Each pair was selected to be of similar geometry and volumes but of different crash rates. For the given intersections PET demonstrated the potential to distinguish between highly significant safety differences although it remains uncertain what magnitude of safety difference may be identified. Additional research will be needed before PET can be viewed as a robust quantitative surrogate measure for estimating intersection safety. KW - Acceleration (Mechanics) KW - Countermeasures KW - Crash rates KW - Crashes KW - Deceleration KW - Evaluation KW - Habersham County (Georgia) KW - Highway safety KW - Intersections KW - Postencroachment time KW - Rural highways KW - Speed measurement KW - Surrogate measures of safety KW - Traffic safety UR - http://www.dot.ga.gov/BuildSmart/research/Documents/RP0719.pdf UR - https://trid.trb.org/view/1143950 ER - TY - JOUR AN - 01372591 JO - Public Roads PB - Federal Highway Administration AU - McHale, Gene TI - The DRT Start PY - 2012/01 VL - 75 IS - 4 SP - pp 26-30 AB - The mission of the Federal Highway Administration Office of Operations Research & Development (R&D) is to envision and evaluate new transportation strategies, improve the underlying technologies that facilitate those strategies, and develop and test the new strategies in field settings. To assist in achieving that mission, FHWA has designed and implemented a new Transportation Operations Laboratory (TOL) that consists of three component testbeds: Concepts and Analysis, Cooperative Vehicle-Highway, and Data Resources. This article highlights the Data Resources testbed. The role of the Data Resources testbed (DRT) is the capture, management, storage, and visualization needs of data generated by the other two testbeds. It also serves as a data resource for the broader research community. Having just opened in September 2011, the DRT will continue to grow in its role as a resource for both the internal TOL operations and the external research community. The DRT will continue to support the U.S. Department of Transportation's intelligent transportation system (ITS) Real-Time Data Capture and Management program and other data-related research efforts. The development of a data exchange and protocols that support the development and testing of new mobility applications are key ITS research priorities for the DRT in upcoming months. For the external research community, the DRT will provide open access to new sources and types of data to facilitate research that will build on the paradigm shift from data collection at fixed locations to mobile and multisource data collection across an entire transportation system. The strategy to support internal TOL operations, USDOT research programs, and the external research community allows the DRT to play an important part in supporting the development of new services and applications to operate U.S. roads more efficiently. KW - Data collection KW - Data storage KW - Information dissemination KW - Information management KW - Intelligent transportation systems KW - Test beds KW - U.S. Federal Highway Administration KW - Visualization UR - http://www.fhwa.dot.gov/publications/publicroads/12janfeb/05.cfm UR - https://trid.trb.org/view/1140948 ER - TY - JOUR AN - 01372579 JO - Public Roads PB - Federal Highway Administration AU - Arnold, Terry AU - Stoeltje, Gretchen TI - Why Does FHWA Have a Chemistry Lab? PY - 2012/01 VL - 75 IS - 4 SP - pp 19-25 AB - The Federal Highway Administration has a new state-of-the-art chemistry facility that is available to assist State departments of transportation and industry partners in evaluating pavement materials and premature pavement failures. This article describes this facility. Although a chemistry laboratory has existed within the Federal highway system for more than 100 years, a 2011 renovation made it a state-of-the-art facility for research. Today, the facility is housed in three rooms: a wet chemistry laboratory, a room with various chemical and spectroscopic instruments, and room that houses a scanning electron microscope. Major problems solved and accomplishments include technical information to support limited use of phosphoric acid, detection of lime, and evaluation of the characteristics of degradation through aging. Current research at the lab is tackling difficult challenges at the forefront of highway research, such as detecting alkali-silica reaction gels and reducing the highway industry's carbon footprint. KW - Chemistry KW - Laboratories KW - Paving materials KW - Research KW - State of the art KW - Testing equipment KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/12janfeb/04.cfm UR - https://trid.trb.org/view/1140947 ER - TY - JOUR AN - 01372566 JO - Public Roads PB - Federal Highway Administration AU - Redmon, Tamara AU - Gelinne, Dan AU - Walton, Leah AU - Miller, Jeff TI - Spotlight on Pedestrian Safety PY - 2012/01 VL - 75 IS - 4 SP - pp 12-18 AB - Since 2004, the Federal Highway Administration (FHWA) has been trying to aggressively reduce pedestrian deaths by focusing extra resources on the 13 States and 5 cities with the highest numbers or rates of pedestrian fatalities. This article discusses this initiative and highlights several case studies that illustrate the program’s progress to date. The FHWA encouraged the affected States and cities to develop and implement pedestrian safety action plans that would reduce pedestrian fatalities by 10%. The FHWA published a guide to help state and local officials develop their plans and offered free technical assistance and training to each of the focus states and cities. The National Highway Traffic Safety Administration has been instrumental in this effort by providing grant funding to promote pedestrian safety education and enforcement programs in five of the focus areas: Chicago, Detroit, Florida, New Mexico, and North Carolina. A 2009 evaluation of the program was positive and documented tangible changes in the focus States and cities as a result of the technical assistance provided in recent years. A more comprehensive evaluation conducted in 2010 included a look at all of the FHWA focus areas and turned up additional encouraging results. In the states that had not been designated as pedestrian focus states, pedestrian fatalities between 2002 and 2008 decreased 4.7% and the overall fatality rate decreased 11.2%. During that same period, the fatalities decreased 12.1%, and the fatality rate decreased by 21.8% in the pedestrian focus states. Arizona; Pinellas County, Florida; and New York City are highlighted in the article as individual success stories. Moving forward, FHWA will be making a few changes to their focused approach to safety, including more emphasis on cities rather than states. They also will take into consideration results from a recent study that recommended that the FHWA work with Federal partners to give state and local planners a more comprehensive look at all bicycle-pedestrian issues rather than concentrating solely on safety planning. KW - Action plans KW - Arizona KW - Case studies KW - Cities KW - New York (New York) KW - Pedestrian areas KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pinellas County (Florida) KW - States KW - Technical assistance KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/12janfeb/03.cfm UR - https://trid.trb.org/view/1140946 ER - TY - JOUR AN - 01372550 JO - Public Roads PB - Federal Highway Administration AU - Woodmansey, Alan AU - Spalding, Kirk TI - Montana's Roundabout Corridor PY - 2012/01 VL - 75 IS - 4 SP - pp 8-11 AB - In Billings, Montana, a 4.5-mi (7.2- km) stretch of two-lane Shiloh Road was becoming increasingly congested. This article describes the innovative approach that was used to improve the safety and mobility of the road. In 2002, the Montana Department of Transportation (MDT) and the Federal Highway Administration initiated an environmental assessment to explore options for improving Shiloh Road. The environmental assessment compared multilane roundabouts to traffic signals at eight intersections. The analysis determined that a corridor of eight roundabouts would offer a better level of service than would signalized intersections. In addition, the roundabouts would cut travel times, reduce crash and severity rates, enhance capacity, and limit the need for property acquisition. The roundabout option also would address access control and other community objectives more effectively and be less expensive overall than the entirely signalized alternative. To alleviate public concerns about the multilane roundabouts, a roundabout demonstration was conducted to show how passenger vehicles, large trucks and emergency vehicles could navigate the roundabout. Most of the Shiloh Road roundabouts have two entering lanes with gore striping, which separates the adjacent lanes and provides for the large, sweeping turning movement of tractor-trailer combinations. This design feature also helps achieve the desired entry speed, which is less than 20 mph (32 km/h). The road surface in the roundabouts is asphalt, but the interior truck aprons are raised, stamped red concrete. American Recovery and Reinvestment Act funds were used in the project. Overall, MDT officials report that the as-constructed traffic conditions at the roundabouts are generally meeting expectations with few exceptions, and travel times are better than expected. KW - Billings (Montana) KW - Case studies KW - Financing KW - Highway design KW - Intersections KW - Roundabouts UR - http://www.fhwa.dot.gov/publications/publicroads/12janfeb/02.cfm UR - https://trid.trb.org/view/1140945 ER - TY - JOUR AN - 01372531 JO - Public Roads PB - Federal Highway Administration AU - McAbee, Wendy TI - Every Day Counts PY - 2012/01 VL - 75 IS - 4 SP - pp 2-7 AB - The tough economic climate demands that highway agencies make greater use of promising technologies and innovations to shorten project delivery times. At the same time, agencies must look for ways to make roads safer, better, and longer-lasting, while preserving the country's natural resources. The Federal Highway Administration (FHWA) launched the Every Day Counts initiative in 2009 to help meet these challenges. The initiative is an effort to bring a better, faster, and smarter approach to highway and bridge construction. FHWA organized Every Day Counts around three main objectives: shortening project delivery, enhancing the safety of roadways, and protecting the environment. With these objectives in mind, FHWA worked with partners and stakeholders to develop a toolkit of approaches that could shorten project delivery, identified innovative contracting methods, and highlighted initiatives that could help to deploy market-ready technologies rapidly. The toolkit for shortening project delivery aims to eliminate time-consuming, duplicative efforts in the planning and environmental review processes and to expand the use of regulatory flexibilities afforded under current laws. This toolkit includes the following initiatives: expanding the use of programmatic agreements; use of in-lieu fees and mitigation banking; legal sufficiency enhancements; enhanced technical assistance; clarifying the scope of preliminary design; planning and environmental linkages; flexibilities in right-of-way; and flexibilities in utility accommodation and relocation. For the objective of accelerating project delivery, FHWA and its partners recommended design-build contracting and construction manager-general contractor as innovative contracting methods. Accelerating technology and innovation deployment involves taking proven and market-ready technologies and putting them into widespread use. The FHWA is emphasizing the following innovations: the Safety Edge pavement edge treatment; geosynthetic reinforced soil, integrated bridge system; warm-mix asphalt; and adaptive signal control technology. To assist stakeholders across the country implement Every Day Counts initiatives, FHWA presented initiatives and recommendations during 10 regional innovation summits. Following the summits, all 50 States, the District of Columbia, Puerto Rico, the U.S. Virgin Islands, and the three FHWA Office of Federal Lands Highway divisions identified a selection of Every Day Counts initiatives to implement. The long-term goal of Every Day Counts is to institutionalize these flexibilities and innovative technologies by incorporating them into the standards, specifications, and manuals that highway professionals use every day. Many of the initiative's national performance goals reflect the effort to institutionalize these approaches. KW - Construction projects KW - Contracting KW - Deployment KW - Environmental protection KW - Every Day Counts KW - Highway safety KW - Project delivery KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/12janfeb/01.cfm UR - https://trid.trb.org/view/1140944 ER - TY - RPRT AN - 01372320 AU - Hernandez, Hector A AU - Garibay, Jose AU - Nazarian, Soheil AU - University of Texas, El Paso AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of a New Mix Design Method and Specification Requirements for Asphalt Treated Base PY - 2012/01//Final Technical Report SP - 139p AB - Asphalt treated bases (ATBs) in Texas are usually designed as per Tex-126-E, “Molding, Testing, and Evaluating Bituminous Black Base Materials,” and constructed as per Item 292, “Asphalt Treatment (Plant-Mixed),” of the 2004 Standard Specification book. This specification is a hybrid of base and hot mix asphalt concrete procedures and requirements, which are sometimes incompatible. In addition, this Item uses a specific Texas Gyratory Base Compactor (TGBC) that is not readily available to all districts. Some districts use test method Tex-204-F, Part III, ‘Mix Design for Large Stone Mixtures Using the Superpave Gyratory Compactor.” However, this procedure was originally developed to design Type A and Type B hot mix on 6 in. by 4.5 in. specimens. Under Item 292, the unconfined compressive strength of the mix (as per Tex-126-E) is used to assess the quality of the mix. Specimens prepared under Tex-204-F are not the appropriate size for this type of testing. As such, the quality of the mix is assessed with the indirect tensile strength. The objective of this project was to propose a new mix design procedure for asphalt treated bases that can use standard equipment such as the Superpave Gyratory Compactor (SGC) to mold the specimens for mix design. To achieve the objective of this project, current Texas Department of Transportation (TxDOT) procedures such as Tex-126-E and Tex-204-F were evaluated and modified to propose new generically-named Tex-126-H and Tex-204-H specifications. A comprehensive parametric study comparing the results of the two proposed specifications with the existing specification was performed. The impact of the number of gyrations, curing temperature, binder grade, and asphalt content variation were evaluated using prepared laboratory specimens. Parameters including density, unconfined compressive strength, indirect tensile strength, and modulus using the existing and proposed specifications were compared. Based on these studies, a new method for determining the optimum asphalt content (OAC) for ATBs was developed. The recommendations were then evaluated at six actual construction projects for reasonableness. The most practical setup for laboratory tests was achieved by using Tex-204-H specifications, which proposes preparation of 6 in. diameter and 4.5 in. high specimens using 75 gyrations of the SGC. Furthermore, it is recommended to cure specimens for 24 hrs at room temperature (77°F) before conducting the indirect tensile strength because the results from this procedure were more sensitive to asphalt content while reducing the mix design period of time. The appropriate asphalt content should satisfy a target indirect tensile strength, which is at least 85 psi, and a relative density of 97%. The current specifications for constructing ATB are adequate. The necessity of achieving the density should be reinforced. KW - Asphalt content KW - Asphalt treated bases KW - Base course (Pavements) KW - Construction projects KW - Density KW - Gyratory compactors KW - Mix design KW - Specifications KW - Tensile strength KW - Texas UR - http://ctis.utep.edu/reports/RR-0-6361-1%20Development%20of%20a%20New%20Mix%20Design%20Method%20and%20Specification%20Requirements%20for%20Asphalt%20Treated%20Bases.pdf UR - https://trid.trb.org/view/1140970 ER - TY - RPRT AN - 01371631 AU - Sadek, Adel W AU - Wang, Qian AU - State University of New York, Buffalo AU - University Transportation Research Center AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - A Prototype Decision Support System for Optimally Routing Border Crossing Traffic Based on Predicted Border Crossing Times PY - 2012/01//Final Report SP - 32p AB - The economic vitality of the “Golden Horseshoe”, a densely populated and industrialized region which encompasses Southern Ontario, Canada and parts of New York State including the Buffalo-Niagara Region, is heavily dependent upon the ability to move goods freely and efficiently across the Canadian-US border. This highlights the critical importance of the Niagara Frontier International border crossing, one of North America’s busiest portals for travel and trade. This study had two primary objectives. The first objective was to develop a forecasting method for the on-line, short-term prediction of hourly traffic volumes at the Niagara Frontier border crossings. The second objective of the study was to develop queuing models which would use the predicted traffic volume to estimate the future border delay. As a case study, the project considers the Peace Bridge border crossing, which is one of the busiest Niagara Frontier border crossings, serving over 4.76 million cars annually. For the short-term prediction of hourly volumes at the Peace Bridge, a novel method was developed, which combines forecasts from traditional time series analysis, specifically the Seasonal Autoregressive Integrated Moving Average (SARIMA) model, with forecasts made by Support Vector Regression (SVR). The two models’ forecasts are combined using: (1) a simple fixed weight procedure; and (2) the fuzzy adaptive variable weight method, based on the Fresh Degree Function. Based on an analysis of the diurnal distribution of traffic volumes, six separate classes are defined and individual models are developed for weekdays (Monday - Thursday), Fridays, Saturdays, Sundays, holidays and game days. The evaluation results for that part of the study appear to confirm the hypothesis that, while the SARIMA model does a good job capturing the linear characteristics of the data (e.g., seasonality and trend), SVR appears to outperform SARIMA in modeling the data’s nonlinear aspects. The study also shows that combining forecasts from the two models, especially using the fuzzy adaptive variable weight method, yields excellent prediction performance, with values for the Mean Absolute Percent Error in the predictions of only about 7%. For estimating future border delay, the study built and solved an inverse M/M/c queuing model, where it was assumed that arrivals followed a Poisson distribution, service times followed an exponential distribution, and that the system had c service stations open. An inverse model was needed because the hourly volumes predicted from the first part of the study were outgoing volumes (i.e. volumes leaving the border customs and inspection stations), and not incoming volumes. The report includes an example to demonstrate how the inverse queuing model may be solved to estimate the expected average delay. KW - Decision support systems KW - International borders KW - Niagara County (New York) KW - Peace Bridge (New York and Ontario) KW - Routing KW - Traffic delays KW - Traffic forecasting KW - Traffic queuing KW - Traffic volume KW - Travel time KW - United States-Canada Border UR - http://www.utrc2.org/research/assets/198/FinalReportMultimodelforecastingbordercrossing1.pdf UR - https://trid.trb.org/view/1139650 ER - TY - RPRT AN - 01370188 AU - Taylor, Peter AU - Bektas, Fatih AU - Yurdakul, Ezgi AU - Ceylan, Halil AU - Iowa State University, Ames AU - Federal Highway Administration TI - Optimizing Cementitious Content in Concrete Mixtures for Required Performance PY - 2012/01//Final Report SP - 54p AB - This research investigated the effects of changing the cementitious content required at a given water-to-cement ratio (w/c) on workability, strength, and durability of a concrete mixture. An experimental program was conducted in which 64 concrete mixtures with w/c ranging between 0.35 and 0.50, cementitious content ranging from 400 to 700 per cubic yard (pcy), and containing four different supplementary cementitious material (SCM) combinations were tested. The fine-aggregate to total-aggregate ratio was fixed at 0.42 and the void content of combined aggregates was held constant for all the mixtures. Fresh (i.e., slump, unit weight, air content, and setting time) and hardened properties (i.e., compressive strength, chloride penetrability, and air permeability) were determined. The hypothesis behind this study is that when other parameters are kept constant, concrete properties such as strength, chloride penetration, and air permeability will not be improved significantly by increasing the cement after a minimum cement content is used. The study found that about 1.5 times more paste is required than voids between the aggregates to obtain a minimum workability. Below this value, water-reducing admixtures are of no benefit. Increasing paste thereafter increased workability. In addition, for a given w/c, increasing cementitious content does not significantly improve compressive strength once the critical minimum has been provided. The critical value is about twice the voids content of the aggregate system. Finally, for a given w/c, increasing paste content increases chloride penetrability and air permeability. KW - Admixtures KW - Cement content KW - Compressive strength KW - Durability KW - Properties of materials KW - Water cement ratio KW - Workability UR - http://www.intrans.iastate.edu/reports/taylor_ocm_w_cvr.pdf UR - http://www.intrans.iastate.edu/reports/taylor_ocm_w_cvr2.pdf UR - https://trid.trb.org/view/1136400 ER - TY - RPRT AN - 01370177 AU - Federal Highway Administration TI - Work Zone Mobility and Safety Self Assessment 2011 National Report PY - 2012/01 SP - 36p AB - To help States evaluate their work zone practices, and to help assess work zone practices nationally, the Federal Highway Administration (FHWA) developed the Work Zone Mobility and Safety Self Assessment (WZ SA) tool. The WZ SA tool consists of a set of 46 questions designed to assist those with work zone management responsibilities in assessing their programs, policies, and procedures against many of the good work zone practices in use today. The policies, strategies, processes, and tools identified in the WZ SA were gathered from the best practices currently in place in State departments of transportation (DOTs), metropolitan planning organizations, and local municipalities. Many of the items can be found in the Work Zone Best Practices Guidebook (available at http://www.fhwa.dot.gov/workzones). The WZ SA helps FHWA Division Offices work with their State partners to: 1. Assess their past work zone activities; 2. Identify actions and priority areas for improvement as appropriate for a given State; 3. Establish a baseline of their state of the practice and monitor changes over time; and 4. Gain information for use as inputs to process reviews that are required by the Work Zone Safety and Mobility Rule. KW - Best practices KW - Evaluation and assessment KW - Mobility KW - Self assessments KW - States KW - Work zone safety KW - Work zones UR - http://www.ops.fhwa.dot.gov/wz/decision_support/2011/wzsa_2011.pdf UR - https://trid.trb.org/view/1138042 ER - TY - RPRT AN - 01369946 AU - Gleason, Rebecca AU - Miskimins, Laurie AU - Western Transportation Institute AU - Federal Highway Administration TI - Exploring Bicycle Options for Federal Lands: Bike Sharing, Rentals and Employee Fleets PY - 2012/01//Final Report SP - 120p AB - Federal land management agencies are exploring how bicycle programs can provide employees and visitors with more travel choices, while working toward their environmental, public health and sustainability goals. This report explores three options for making bicycles more readily available in Federal lands: public bicycle sharing programs, bicycle rental operations and employee bicycle fleets. Bicycle sharing programs are a form of public transportation, supplying bikes for short-term use through a network of automated bike parking stations. Bike rental programs are typically for-profit businesses that rent bikes for recreational use for a few hours up to several days. Employee fleets make bikes available to individuals associated with an organization to use for work, errands and/or recreation, usually at no cost. This report builds on previous work from The Guide to Promoting Bicycling on Federal Lands (FHWA, 2008a), which sought to raise awareness of the environmental, public health and resource management benefits of bicycling. This report presents various methods to make bikes more available in Federal lands through bike sharing programs, rentals and employee fleets. This report explores how elements of successful bike programs may be adapted for Federal lands settings. KW - Bicycle facilities KW - Bicycle travel KW - Case studies KW - Employees KW - Federal Land Management Agencies KW - Federal lands KW - Fleet management KW - Mode choice KW - National parks KW - Nonmotorized transportation KW - Rental bicycles KW - Vehicle sharing KW - Visitors UR - http://www.wfl.fhwa.dot.gov/programs/td/publications/documents/bicycle-options.pdf UR - https://trid.trb.org/view/1137968 ER - TY - RPRT AN - 01369783 AU - MacArthur, John AU - Mote, Philip AU - Ideker, Jason AU - Figliozzi, Miguel AU - Lee, Ming AU - Oregon Transportation Research and Education Consortium AU - Washington State Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration AU - Region X Consortium TI - Climate Change Impact Assessment for Surface Transportation in the Pacific Northwest and Alaska PY - 2012/01//Final Research Report SP - 286p AB - The states in the Pacific Northwest and Alaska region share interconnected transportation networks for people, goods, and services that support the regional economy, mobility, and human safety. Regional weather has and will continue to affect the physical condition and serviceability of these networks, yet the nature of climate changes and their potential impacts on the regional transportation system and its use are very poorly understood. The world’s leading climate scientists, such as the Intergovernmental Panel for Climate Change, have reached consensus that global climate changes are being observed and will continue into the future, particularly increasing temperatures. Given this fact, the widely diverse topography, climate regimes, and localized variability of impacts within the region complicate efforts to understand and plan for adapting to the potential impacts of climate change on the regional transportation system. The rising costs of building and maintaining reliable transportation infrastructure place tremendous pressure on transportation planners, engineers, researchers and policy makers to deliver resilient transportation systems and maximize return on investment. As such, there is an urgent need to synthesize information to characterize the regional impacts of climate change to support the development of economical and resilient adaptation strategies. The objective of this research project was to conduct a preliminary vulnerability assessment of the risks and vulnerabilities climate change poses to the surface transportation infrastructure system in the Pacific Northwest and Alaska region. The report synthesizes data to characterize the region’s climate; identifies potential impacts on the regional transportation system; identifies critical infrastructure vulnerable to climate change impacts; and provides recommendations for more detailed analysis and research needs as appropriate to support managing risks and opportunities to adapt multimodal surface transportation infrastructure to climate change impacts. KW - Adaptation planning (Climate change) KW - Alaska KW - Climate change KW - Environmental impacts KW - Global warming KW - Ground transportation KW - Infrastructure KW - Pacific Northwest UR - http://ine.uaf.edu/autc/files/2012/03/Climate-Change-Asses.Surface-Trans.-in-PNW-AK.pdf UR - http://www.wsdot.wa.gov/research/reports/fullreports/772.1.pdf UR - http://ntl.bts.gov/lib/46000/46100/46148/Climate-Change-Asses.Surface-Trans.-in-PNW-AK.pdf UR - https://trid.trb.org/view/1138714 ER - TY - RPRT AN - 01368688 AU - Persad, Khali R AU - Machemehl, Randy AU - Weatherby, Cynthia AU - Stockton, William AU - Nash, Phil AU - Cleveland, Theodore AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Seven TxDOT Strategic Research Briefs for FY 2011 PY - 2012/01//Technical Report SP - 209p AB - This document contains seven research briefs developed for the Texas Department of Transportation's (TxDOT’s) Strategic Research Program (SRP) in FY 2011, with a brief introduction summarizing the initiation of the SRP. The titles of the seven research briefs are as follows: (1) Using Telework and Flexible Work Arrangements as a Congestion Mitigation Strategy; (2) The Problem of Congestion and Mass Transit; (3) Determining a Comprehensive Freight Strategy for Texas; (4) Strategic Directions for Performance Management in TxDOT: Customer Satisfaction as a Key Driver of Success; (5) The Future of Texas Freight: Roles, Forces, and Policies; (6) An Integrated Approach to the Maintenance and Rehabilitation of Pavements and Bridges; and (7) The Interstate Shield: Time to Reconsider a Roadway Icon?. KW - Congestion management systems KW - Customer satisfaction KW - Freight transportation KW - Interstate highways KW - Public transit KW - Rehabilitation (Maintenance) KW - Research KW - Texas KW - Texas Department of Transportation UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6661_rb.pdf UR - https://trid.trb.org/view/1137269 ER - TY - RPRT AN - 01368596 AU - Middleton, Dan AU - Rajbhandari, Rajat AU - Brydia, Robert AU - Songchitruksa, Praprut AU - Kraus, Edgar AU - Hernandez, Salvador AU - Cheu, Kelvin AU - Iragavarapu, Vichika AU - Turner, Shawn AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Synthesis of TxDOT Uses of Real-Time Commercial Traffic Data PY - 2012/01//Technical Report SP - 122p AB - Traditionally, the Texas Department of Transportation (TxDOT) and its districts have collected traffic operations data through a system of fixed-location traffic sensors, supplemented with probe vehicles using transponders where such tags are already being used primarily for tolling purposes and where their numbers are sufficient. In recent years, private providers of traffic data have entered the scene, offering traveler information such as speeds, travel time, delay, and incident information. The question that this research project answered was the following: Whether TxDOT could and should utilize the data offerings by private sector providers to supplement its own data collection efforts and, if so, how. The research also determined the following: What data are available from private providers (either free or for purchase); What other states are doing with data from private providers; Opinions of TxDOT decision makers on the utility of these data sources; How the data should be normalized, combined, and delivered for TxDOT or other public sector partner agency use; and A recommended path for implementing the TxDOT response. KW - Data collection KW - Private enterprise KW - Real time information KW - Texas KW - Texas Department of Transportation KW - Traffic data UR - http://tti.tamu.edu/documents/0-6659-1.pdf UR - https://trid.trb.org/view/1137213 ER - TY - RPRT AN - 01367254 AU - Broughton, Benjamin AU - Lee, Soon-Jae AU - Texas State University, San Marcos AU - Texas Department of Transportation AU - Federal Highway Administration TI - Microsurfacing in Texas PY - 2012/01//Technical Report SP - 234p AB - Microsurfacing is a unique pavement preservation tool in the arsenal of maintenance agencies. It is known to perform well when applied to the right pavement at the right time for the right distress. In order to ensure microsurfacing performs well, an agency must know what constitutes the right road, right time and right distress. Texas uses microsurfacing and wishes to answer these questions as well as uncover other factors leading to successful use of this treatment. This report describes the current state of practice of microsurfacing in Texas and compares it to best practices extracted from existing literature. A survey of Department of Transportation (DOT) personnel, contractors and emulsion suppliers in Texas provides insight into the most crucial factors contributing to the success or failure of a microsurfacing. From the results of the survey, literature reviews, case studies and site visits, the research team analyzed material selection and mix design methods, construction practices, equipment practices and performance measures for microsurfacings. It was concluded that project selection is the most important contributor to a successful microsurfacing followed by construction practices. Reliance on contractors for input into proper project selection places the agency in a vulnerable position. A certification course to educate personnel is recommended. KW - Case studies KW - Construction management KW - Literature reviews KW - Materials selection KW - Microsurfacing KW - Mix design KW - Pavement preservation KW - Project selection KW - State of the practice KW - Surface treating KW - Surveys KW - Texas UR - http://tti.tamu.edu/documents/0-6668-1.pdf UR - https://trid.trb.org/view/1136091 ER - TY - RPRT AN - 01367174 AU - Walubita, Lubinda F AU - Das, Gautam AU - Espinoza, Elida AU - Oh, Jeongho AU - Scullion, Tom AU - Nazarian, Soheil AU - Abdallah, Imad AU - Garibay, Jose L AU - Texas Transportation Institute AU - University of Texas, El Paso AU - Texas Department of Transportation AU - Federal Highway Administration TI - Texas Flexible Pavements and Overlays: Data Analysis Plans and Reporting Format PY - 2012/01//Technical Report SP - 136p AB - This five-year project was initiated to collect materials and pavement performance data on a minimum of 100 highway test sections around the State of Texas, incorporating flexible pavements and overlays. Besides being used to calibrate and validate mechanistic-empirical (M-E) design models, the data collected will also serve as an ongoing reference data source and/or diagnostic tool for Texas Department of Transportation (TxDOT) engineers and other transportation professionals. Towards this goal, this interim report provides a documentation of the comprehensive data analysis plans that were developed to analyze the collected data. The data collection plans are documented elsewhere as Report 0-6658-P1. As documented here, the data analysis plans were designed to cover various key aspects, including the following: (1) the tools and test methods used to measure/collect the data, (2) the type and format of the data measured/collected, (3) the raw data reduction processes for each data type, (4) the software used to process and analyze the measured/collected data, (5) the analytical methods and models used to analyze the measured/collected data, (6) the dimensional and/or quantitative units of the measured/computed parameters, and (7) the data reporting format including how the data will be accessed and displayed from the MS Access Data Storage System (i.e., tables, graphs, bar charts, etc.). Specifically, the data to be analyzed included the following: (1) laboratory and field test data including asphalt-binders, hot-mix asphalt (HMA) mixes, base, and subgrade soil materials; (2) traffic data; and (3) environmental and climatic data. KW - Base course (Pavements) KW - Bituminous binders KW - Bituminous overlays KW - Data analysis KW - Data reduction KW - Data reporting KW - Flexible pavements KW - Hot mix asphalt KW - Mathematical models KW - Software KW - Subgrade materials KW - Test sections KW - Texas UR - http://tti.tamu.edu/documents/0-6658-P3.pdf UR - https://trid.trb.org/view/1135977 ER - TY - RPRT AN - 01366589 AU - Cooner, Scott A AU - Brewer, Marcus A AU - Fitzpatrick, Kay AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - School Traffic Workshop: Dealing with Texas-Sized Problems Around Schools PY - 2012/01//Technical Report SP - 130p AB - This report summarizes the series of “Traffic around Schools” workshops conducted throughout the state of Texas to familiarize Texas Department of Transportation (TxDOT) employees and partner agencies with two key products from previous research projects (0-4286 and 0-5470) and other tools and guidance that are available for dealing with problems around schools. The research team held half-day workshops in Austin, El Paso, Houston, Pharr, San Antonio, and Dallas that were attended by over 150 participants representing 36 agencies. The workshops were well received and helped to highlight and emphasize the importance of multi-agency/multi-disciplinary cooperation in the planning, design, and operation of school sites in order to provide safe and efficient transportation access. One of the focus areas of the project and associated workshops was how agencies can effectively deal with the use of reduced speed school zones around schools. Researchers solicited and synthesized feedback from workshop participants in order to be able to update existing guidance. The research team developed three primary recommendations following the completion of this implementation project: (1) Extend workshop series to other areas and/or to audiences more focused on Independent School District (ISD) personnel - Pursue ongoing workshop support through the TxDOT Human Resources Division training section; and Pursue non-TxDOT sponsorship opportunities (e.g., Texas Education Agency Regional Service Centers); (2) Expand workshop content to a full day and increase interactivity by adding more group exercises, case studies, and the use of other interactive media such as video; and (3) Pursue additional school-related research projects on speed issues around schools - Speed compliance with beacons and without and speed/delay in school zones with no reduced speed. KW - Highway traffic control KW - Schools KW - Speed control KW - Texas KW - Traffic safety KW - Workshops UR - http://tti.tamu.edu/documents/5-5470-01-1.pdf UR - https://trid.trb.org/view/1135179 ER - TY - RPRT AN - 01366192 AU - McDaniel, Rebecca S AU - Shah, Ayesha AU - Huber, Gerald AU - Purdue University AU - Federal Highway Administration TI - Investigation of Low- and High-Temperature Properties of Plant-Produced RAP Mixtures PY - 2012/01//Final Report SP - 107p AB - Asphalt prices, supply issues, and growing interest in sustainable construction practices are leading to increased use of reclaimed asphalt pavement (RAP) in greater amounts and in more types of mixes. When using more than 15–20 percent RAP under most current specifications (State and national), contractors must change the virgin binder grade added to the mix. This frequently means using a less commonly available binder, which may be more expensive. This report provides analysis of the results of testing plant-produced hot mix asphalt (HMA) containing various levels of RAP and different grades of virgin binder. The study was undertaken initially to examine the effects of RAP on low-temperature properties of mixtures. In phase I of the study, mixes produced by one contractor in 2006 were tested. The results suggest that the addition of RAP stiffened the mix, but probably not to the extent expected based upon linear blending. There is evidence from other research that also suggests that there are cases when linear blending does not apply. Consequently, in phase II of the project, four more contractors replicated the experiment in their HMA plants. The objectives of the study were also expanded to include an evaluation of the extent of blending of the RAP and virgin binders in plant-produced mixtures. KW - Asphalt mixtures KW - Hot mix asphalt KW - Materials at high or low temperatures KW - Plant mix KW - Properties of materials KW - Reclaimed asphalt pavements UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/11058/11058.pdf UR - https://trid.trb.org/view/1135097 ER - TY - RPRT AN - 01366041 AU - Finley, Melisa D AU - Ullman, Brooke R AU - Trout, Nada D AU - Park, Eun Sug AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Studies to Determine the Effectiveness of Automated Flagger Assistance Devices and School Crossing Devices PY - 2012/01//Technical Report SP - 150p AB - This report describes the methodology and results of analyses performed to determine motorist understanding, as well as the operational and safety effectiveness, of automated flagger assistance devices (AFADs) relative to the use of flaggers at lane closures on two-lane, two-way roadways. Based on the motorist survey and field study findings, researchers recommended the use of both types of AFADs (stop/slow and red/yellow lens) in Texas. Researchers did not make any specific recommendations regarding the red/yellow lens AFADs, since the research findings supported the current language in the 2009 "Manual on Uniform Traffic Control Devices" (MUTCD). For stop/slow AFADs, researchers recommended that a gate arm and alternative symbol supplemental signs be required to reduce violations and improve motorist understanding. In addition, researchers made various recommendations regarding the use of both types of AFADs. This report also describes the methodology and results of analyses performed to determine the effectiveness of 1) five stop paddles with embedded lights compared to a standard, un-lit stop paddle and 2) a prototype, portable, remotely operated, in-street school children crossing sign with flashing light emitting diodes (LEDs) around the border of each sign face. Based on the research findings, researchers recommended the use of one of the following to improve the conspicuity of crossing guards without negatively impacting a motorist’s ability to recognize the three critical characteristics of a stop sign (i.e., red background color, octagon shape, and white STOP legend): A stop paddle containing flashing red lights arranged in an octagonal pattern at the eight corners of the paddle; A stop paddle containing a series of steady-burn red lights around the border arranged such that the lights clearly convey the octagonal shape of the paddle; and A stop paddle containing a series of flashing red lights around the border arranged such that the lights clearly convey the octagonal shape of the paddle. Researchers believed that crossing guards could use the prototype in-street school children crossing sign at school crossings to improve safety. Thus, researchers also made recommendations regarding its future use. KW - Automated flagger assistance devices KW - Comprehension KW - Lane closure KW - Light emitting diodes KW - School crossing guards KW - School crossings KW - Stop/slow paddles KW - Texas KW - Traffic signs UR - http://tti.tamu.edu/documents/0-6407-1.pdf UR - https://trid.trb.org/view/1134987 ER - TY - CONF AN - 01363331 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Bennert, Thomas AU - Martin, Jean-Valery TI - Polyphosphoric Acid in Combination with Styrene-Butadiene-Styrene Block Copolymer: Laboratory Mixture Evaluation PY - 2012/01 IS - E-C160 SP - pp 70-85 AB - State agencies in the United States have known for years the benefits associated with asphalt binders that are modified with elastomer-type polymers to improve the rutting and fatigue cracking properties of the hot-mix asphalt (HMA). However, in recent years, many asphalt binder suppliers are now using polyphosphoric acid (PPA) in combination with decreased percentages of polymers to meet various performance grade (PG) asphalt binder requirements. This has raised concerns among the state agencies that fear that the combination of PPA and reduced polymer percentages will result in an inferior asphalt binder when compared to the same asphalt binder solely modified by polymer. To help answer this question, a research program was developed to examine and compare the laboratory properties of an asphalt binder modified with and without PPA. Asphalt binder testing, consisting of PG grading and MSCR (a test developed by FHWA), and mixture testing, consisting of dynamic modulus and flexural beam fatigue tested at both short- and long-term aged conditions, as well as repeated load testing to evaluate permanent deformation were conducted on a base binder and the base binder modified in two manners: SBS polymer only and reduced SBS polymer + PPA. This paper presents the findings of the binder and asphalt mixture evaluation and shows that the use of PPA in formulation with SBS provides an equal performance, with respect to HMA mixture rutting and fatigue performance, to the highly SBS-modified asphalt binder. U1 - Workshop on Polyphosphoric Acid Modification of Asphalt BindersTransportation Research BoardFederal Highway AdministrationMinnesota Department of TransportationMinneapolis,Minnesota,United States StartDate:20090407 EndDate:20090408 Sponsors:Transportation Research Board, Federal Highway Administration, Minnesota Department of Transportation KW - Asphalt mixtures KW - Bituminous binders KW - Fatigue cracking KW - Hot mix asphalt KW - Laboratory tests KW - Phosphoric acid KW - Polyphosphoric acid KW - Rutting KW - Styrene butadiene styrene UR - http://www.trb.org/Publications/Blurbs/166590.aspx UR - https://trid.trb.org/view/1132235 ER - TY - CONF AN - 01363330 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Maurer, Dean AU - D'Angelo, John A TI - Department of Transportation Perspective: A Survey on Polyphosphoric Acid Use and Issues PY - 2012/01 IS - E-C160 SP - pp 8-11 AB - To establish a reference point in time, Dean Maurer of the Pennsylvania Department of Transportation (DOT) conducted a survey of the state DOTs to determine their current specification requirements with respect to the use of polyphosphoric acid (PPA). This survey was conducted in the winter of 2008–2009. The survey had 37 responses from the state DOTs. The Ontario Ministry of Transport (MTO) had also conducted a survey in 2007 on the use of PPA to modify asphalt binder. Pennsylvania combined the data from the two surveys to achieve a combination of 48 responses. The survey overall provided a snapshot in time on the use of PPA and the general policies of the highway agencies on its use. The general conclusions from the survey were the following: There is a wide spectrum in the use of PPA from outright bans to unrestricted use; No specific documentation of poor performance was brought forward; A potential exists to significantly expand the currently limited performance database and available documentation on PPA as a binder modifier; Due to fluctuating binder–modifier supply, agencies will need to be more flexible and knowledgeable concerning modifiers; and The workshop agenda should go a long way toward filling critical gaps in knowledge on PPA modification. U1 - Workshop on Polyphosphoric Acid Modification of Asphalt BindersTransportation Research BoardFederal Highway AdministrationMinnesota Department of TransportationMinneapolis,Minnesota,United States StartDate:20090407 EndDate:20090408 Sponsors:Transportation Research Board, Federal Highway Administration, Minnesota Department of Transportation KW - Bituminous binders KW - Pavement performance KW - Phosphoric acid KW - Polyphosphoric acid KW - State departments of transportation KW - Surveys UR - http://www.trb.org/Publications/Blurbs/166590.aspx UR - https://trid.trb.org/view/1132228 ER - TY - CONF AN - 01363329 JO - Transportation Research E-Circular PB - Transportation Research Board TI - Best Practices for Polyphosphoric Acid Modification of Asphalt: Phosphate Forum of the Americas PY - 2012/01 IS - E-C160 SP - pp 131-135 AB - Polyphosphoric acid (PPA) has been proven as a successful modifier for asphalt concrete (AC) either by itself or in combination with polymers. On its own, PPA increases the high-temperature performance of AC, as measured by the performance grade (PG) system, with no loss, and sometimes with an improvement, in low-temperature performance. In combination with polymers, PPA has shown its ability to use styrene-butadiene-styrene (SBS) polymers more efficiently, either by providing a product with superior properties at equal polymer loadings, or an equivalent product at lower polymer levels. In many instances, the use of PPA in combination with SBS gives rise to enhanced performance that could not be achieved with either product alone. In combination with ethylene terpolymers such as DuPont’s Elvaloy, the use of PPA accelerates the reaction of the Elvaloy, broadens the useful temperature range of the finished product, and improves the elastic response of the binder. In addition, PPA also allows the reaction of Elvaloy and asphalt to proceed at lower temperatures. This document provides general guidelines for the selection and use of PPA in asphalt modification. Testing is required to demonstrate the performance of each formulation of asphalt, polymer (if any), PPA, antistrip (if any), and aggregate. U1 - Workshop on Polyphosphoric Acid Modification of Asphalt BindersTransportation Research BoardFederal Highway AdministrationMinnesota Department of TransportationMinneapolis,Minnesota,United States StartDate:20090407 EndDate:20090408 Sponsors:Transportation Research Board, Federal Highway Administration, Minnesota Department of Transportation KW - Asphalt concrete KW - Best practices KW - Bituminous binders KW - Elvaloy KW - Guidelines KW - Pavement performance KW - Phosphoric acid KW - Polyphosphoric acid KW - Styrene butadiene styrene UR - http://www.trb.org/Publications/Blurbs/166590.aspx UR - https://trid.trb.org/view/1132254 ER - TY - CONF AN - 01363328 JO - Transportation Research E-Circular PB - Transportation Research Board AU - D'Angelo, John A TI - Effect of Polyphosphoric Acid on Asphalt Binder Properties PY - 2012/01 IS - E-C160 SP - pp 27-39 AB - The use of modified asphalt binders has grown tremendously in the United States. This is due primarily to the increased stress on the highways from higher traffic volumes and heavier loads. Many different modifiers have been used to improve the binder properties to better meet specifications. These modifiers include both organic and inorganic material such as styrene butadiene (SB), styrene-butadiene-styrene (SBS), ethylene terpolymer, and polyphosphoric acid (PPA). Concerns have been raised by several highway agencies about the actual performance characteristics of the last polymer, PPA. These concerns include reversibility of the stiffening effect of PPA on asphalt binders and interactions with other additives in the mix such as hydrated lime. This paper evaluates the effect of PPA on several different binders from different crude sources. The evaluation also includes the use of PPA in combination with other modifiers such as SBS polymer and hydrated lime. Binder testing was done on the control neat binders and modified systems so that comparisons could be made between them. U1 - Workshop on Polyphosphoric Acid Modification of Asphalt BindersTransportation Research BoardFederal Highway AdministrationMinnesota Department of TransportationMinneapolis,Minnesota,United States StartDate:20090407 EndDate:20090408 Sponsors:Transportation Research Board, Federal Highway Administration, Minnesota Department of Transportation KW - Bituminous binders KW - Calcium hydroxide KW - Laboratory tests KW - Pavement performance KW - Phosphoric acid KW - Polyphosphoric acid KW - Properties of materials KW - Specifications KW - Stiffness KW - Styrene butadiene styrene UR - http://www.trb.org/Publications/Blurbs/166590.aspx UR - https://trid.trb.org/view/1132231 ER - TY - CONF AN - 01363327 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Baumgardner, Gaylon L TI - Why and How of Polyphosphoric Acid Modification: An Industry Perspective PY - 2012/01 IS - E-C160 SP - pp 14-26 AB - Evolution of asphalt binder specifications continually challenges asphalt practioners to seek tools allowing production of binders from most readily available materials. These tools must facilitate production of asphalt binders that not only meet existing specifications, but ensure long-term performance. Polyphosphoric acid (PPA) is just one such tool. This paper discusses common asphalt binder specifications, the relationship of asphalt binder chemical composition to performance grade (PG) properties of asphalt binders, necessary use of PPA modification to meet specifications, the relationship of asphalt composition to PPA loadings necessary to achieve desired properties, expected PG enhancements of PPA-modified asphalt binders, and the effects of using PPA in nonpolymer- and polymer-modified asphalt binders to meet current PG specifications. U1 - Workshop on Polyphosphoric Acid Modification of Asphalt BindersTransportation Research BoardFederal Highway AdministrationMinnesota Department of TransportationMinneapolis,Minnesota,United States StartDate:20090407 EndDate:20090408 Sponsors:Transportation Research Board, Federal Highway Administration, Minnesota Department of Transportation KW - Asphalt mixtures KW - Bituminous binders KW - Chemical composition by material content KW - Pavement performance KW - Phosphoric acid KW - Polyphosphoric acid KW - Properties of materials KW - Specifications UR - http://www.trb.org/Publications/Blurbs/166590.aspx UR - https://trid.trb.org/view/1132230 ER - TY - CONF AN - 01363326 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Reinke, Gerald AU - Glidden, Stacy TI - Analytical Procedures for Determining Phosphorus Content in Asphalt Binders and Impact of Aggregate on Quantitative Recovery of Phosphorus from Asphalt Binders PY - 2012/01 IS - E-C160 SP - pp 52-69 AB - MTE Services, Inc., undertook the task of developing a rapid, reliable technique for determining the amount of phosphorus in asphalt binders. It is not possible to measure the amount of phosphoric acid or polyphosphoric acid (PPA) present in an asphalt material; it is only possible to determine the amount of phosphorus present in the asphalt binder. If the assumption is made that all of the phosphorus came from PPA, then it is possible to calculate the theoretical amount of PPA used to produce the binder if an assumption as to the concentration of PPA used to produce the binder is known or assumed. This paper describes the test procedure and discusses its applications. U1 - Workshop on Polyphosphoric Acid Modification of Asphalt BindersTransportation Research BoardFederal Highway AdministrationMinnesota Department of TransportationMinneapolis,Minnesota,United States StartDate:20090407 EndDate:20090408 Sponsors:Transportation Research Board, Federal Highway Administration, Minnesota Department of Transportation KW - Bituminous binders KW - Phosphoric acid KW - Phosphorus KW - Polyphosphoric acid KW - Quantitative analysis KW - Test procedures UR - http://www.trb.org/Publications/Blurbs/166590.aspx UR - https://trid.trb.org/view/1132233 ER - TY - CONF AN - 01363325 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Buncher, Mark AU - D'Angelo, John A TI - Establishing a Baseline of Knowledge Through 2005 by Reviewing AI IS-220: Polyphosphoric Acid Modification of Asphalt PY - 2012/01 IS - E-C160 SP - pp 12-13 AB - The purpose of this presentation was to clarify issues regarding polyphosphoric acid (PPA) modification of asphalt binders and to help highway agencies make informed decisions on its use. A review was made of the Asphalt Institute (AI) publication IS-220 to provide factual information on the use of PPA. The AI's position on binder modification and PPA is that AI supports responsible modification of asphalt for improved performance and life cycle costs; AI does not endorse any specific or proprietary form of modification; PPA can improve physical properties of asphalt when used correctly and in appropriate amounts; Inappropriate use of PPA can result in problems; There is a need to continue developing performance-related specifications; and There is a need to test modified binder after all additions. U1 - Workshop on Polyphosphoric Acid Modification of Asphalt BindersTransportation Research BoardFederal Highway AdministrationMinnesota Department of TransportationMinneapolis,Minnesota,United States StartDate:20090407 EndDate:20090408 Sponsors:Transportation Research Board, Federal Highway Administration, Minnesota Department of Transportation KW - Asphalt Institute KW - Asphalt mixtures KW - Bituminous binders KW - Laboratory tests KW - Life cycle costing KW - Pavement performance KW - Performance based specifications KW - Phosphoric acid KW - Physical properties KW - Polyphosphoric acid UR - http://www.trb.org/Publications/Blurbs/166590.aspx UR - https://trid.trb.org/view/1132229 ER - TY - CONF AN - 01363324 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Abadie, Chris AU - D'Angelo, John A TI - Louisiana Approach to Binder Modification PY - 2012/01 IS - E-C160 SP - p 151 AB - The Louisiana Department of Transportation and Development makes extensive use of liquid antistrips on projects with polymer-modified binders and polyphosphoric acid (PPA). To date no pavement distress related to the use of PPA has been noted. U1 - Workshop on Polyphosphoric Acid Modification of Asphalt BindersTransportation Research BoardFederal Highway AdministrationMinnesota Department of TransportationMinneapolis,Minnesota,United States StartDate:20090407 EndDate:20090408 Sponsors:Transportation Research Board, Federal Highway Administration, Minnesota Department of Transportation KW - Antistrip additives KW - Bituminous binders KW - Louisiana KW - Louisiana Department of Transportation and Development KW - Pavement performance KW - Phosphoric acid KW - Polymer asphalt KW - Polyphosphoric acid UR - http://www.trb.org/Publications/Blurbs/166590.aspx UR - https://trid.trb.org/view/1132263 ER - TY - CONF AN - 01363323 JO - Transportation Research E-Circular PB - Transportation Research Board AU - McGennis, Robert B TI - Implementation of Polyphosphoric Acid Modification of Asphalt Binders and Related Experience: Case Study PY - 2012/01 IS - E-C160 SP - pp 136-149 AB - This paper provides a case study demonstrating how a regional asphalt supplier located in Glendale, Arizona, implemented polyphosphoric acid (PPA) as an asphalt modifier. This modification approach was necessitated by a change in asphalt binder selection strategy on the part of the Arizona Department of Transportation. The paper outlines why the supplier decided to use PPA, experimentation that validated its use, and operational and modification tactics. Pavement performance of seven projects that utilized PPA-modified binders is described. Typical quality control data of unmodified and PPA-modified binders are included. U1 - Workshop on Polyphosphoric Acid Modification of Asphalt BindersTransportation Research BoardFederal Highway AdministrationMinnesota Department of TransportationMinneapolis,Minnesota,United States StartDate:20090407 EndDate:20090408 Sponsors:Transportation Research Board, Federal Highway Administration, Minnesota Department of Transportation KW - Bituminous binders KW - Case studies KW - Glendale (Arizona) KW - Pavement performance KW - Phosphoric acid KW - Polyphosphoric acid KW - Quality control UR - http://www.trb.org/Publications/Blurbs/166590.aspx UR - https://trid.trb.org/view/1132256 ER - TY - CONF AN - 01363322 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Arnold, Terry S AU - Youtcheff, Jack AU - Needham, Susan P TI - Use of Phosphoric Acid as Modifier for Hot-Mix Asphalt PY - 2012/01 IS - E-C160 SP - pp 40-51 AB - The use of polyphosphoric acid (PPA) to stiffen paving asphalt has become quite ubiquitous. Recently, several premature paving failures have been attributed to its usage; however much of this has been based on incomplete information or speculation. Subsequently this has created uncertainty regarding hidden pitfalls surrounding its use. The primary concerns are the effect of different grades of phosphoric acid, the reactivity of asphalts from different sources and whether PPA accelerates aging, or increases the moisture sensitivity of binders. This paper discusses research conducted to address many of these issues. Data are presented to show the effect of increasing levels of acid modification on moisture sensitivity. Both the absorption of moisture into the binder and mastic samples were examined. Preconceived notions about the use of phosphoric acid with alkaline antistrip additives are also addressed. Use with antistrip additives is perfectly feasible if the proper screening tests are conducted before use. U1 - Workshop on Polyphosphoric Acid Modification of Asphalt BindersTransportation Research BoardFederal Highway AdministrationMinnesota Department of TransportationMinneapolis,Minnesota,United States StartDate:20090407 EndDate:20090408 Sponsors:Transportation Research Board, Federal Highway Administration, Minnesota Department of Transportation KW - Antistrip additives KW - Asphalt mixtures KW - Bituminous binders KW - Hot mix asphalt KW - Moisture sensitivity KW - Pavement performance KW - Phosphoric acid KW - Polyphosphoric acid KW - Stiffness UR - http://www.trb.org/Publications/Blurbs/166590.aspx UR - https://trid.trb.org/view/1132232 ER - TY - CONF AN - 01363321 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Watson, Don AU - D'Angelo, John A TI - Binder Modification with Combination of Polyphosphoric Acid and Styrene-Butadiene-Styrene: National Center for Asphalt Technology Test Track Experience PY - 2012/01 IS - E-C160 SP - pp 106-107 AB - The National Center for Asphalt Technology (NCAT) maintains a 1.7-mi-long oval test track just outside Auburn, Alabama. The 2000 NCAT test track cycle was not a binder experiment, so only one binder source and two grades, a PG 67-22 and a PG 76-22, were used. The binder source was from Venezuelan crude. This binder was modified with 3.5% styrene-butadiene-styrene (SBS), 0.25% polyphosphoric acid (PPA), and 0.05% amine antistrip. The PPA-modified PG 76-22 binder was used on 18 sections of the 2000 test track. The 2003 NCAT test track cycle allowed for more variety in the types of experiments than the 2000 track. In 2003 the track sponsors elected to leave 18 of the existing sections for extended trafficking. Of these sections nine contained the PPA SBS PG 76-22. An additional nine test sections had a thin mill and fill using the PPA SBS PG 76-22. The 2003 binder was from the same source and had the same formulation as the binder used in the 2000 cycle. The performance at the track over the two loading cycles has shown excellent performance and no indication that the PPA SBS-modified asphalt has caused any distress. There is no indication that the PPA has been neutralized by limestone, amines or hydrated lime. Moisture damage has not been a problem. The sections with PPA have all performed very well with little rutting and almost no fatigue. U1 - Workshop on Polyphosphoric Acid Modification of Asphalt BindersTransportation Research BoardFederal Highway AdministrationMinnesota Department of TransportationMinneapolis,Minnesota,United States StartDate:20090407 EndDate:20090408 Sponsors:Transportation Research Board, Federal Highway Administration, Minnesota Department of Transportation KW - Antistrip additives KW - Bituminous binders KW - Calcium hydroxide KW - Fatigue (Mechanics) KW - Limestone aggregates KW - Moisture damage KW - National Center for Asphalt Technology KW - Phosphoric acid KW - Polyphosphoric acid KW - Rutting KW - Styrene butadiene styrene KW - Test tracks UR - http://www.trb.org/Publications/Blurbs/166590.aspx UR - https://trid.trb.org/view/1132239 ER - TY - CONF AN - 01363320 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Clyne, Timothy R AU - Johnson, Eddie N AU - McGraw, James AU - Reinke, Gerald TI - Field Investigation of Polyphosphoric Acid–Modified Binders at MnROAD PY - 2012/01 IS - E-C160 SP - pp 115-130 AB - This paper provides details on the 2007 reconstruction of several cells on the Minnesota Road Research Project (MnROAD) low-volume road to support a study investigating the field performance of polyphosphoric acid (PPA)–modified binders. The project is the result of successful partnerships between the Minnesota Department of Transportation, private industry, and government agencies (FHWA and the Minnesota Local Road Research Board). This paper documents the study background, test section construction, instrumentation, and initial laboratory test results of four different asphalt binders. The binder grade was PG 58-34 on all the test cells, which incorporated the following binder materials: 0.75% PPA only (Cell 33), 0.3% PPA + 1.0% styrene-butadiene-styrene (SBS) polymer (Cell 34), 2.0% SBS polymer only (Cell 35), and 0.3% PPA + 1.1% Elvaloy polymer (Cells 77-79; shared with fly ash study). All of the laboratory tests to date show that the PPA-modified binder materials perform well, at the same level as polymer-modified binders. Rutting, fatigue cracking, and low-temperature cracking performance all appear to be acceptable based on laboratory asphalt binder and mixture testing. Early performance after one year of traffic also shows that the test sections are performing well with minimal rutting or cracking. U1 - Workshop on Polyphosphoric Acid Modification of Asphalt BindersTransportation Research BoardFederal Highway AdministrationMinnesota Department of TransportationMinneapolis,Minnesota,United States StartDate:20090407 EndDate:20090408 Sponsors:Transportation Research Board, Federal Highway Administration, Minnesota Department of Transportation KW - Bituminous binders KW - Fatigue cracking KW - Laboratory tests KW - Low temperature KW - Minnesota Road Research Project (MnROAD) KW - Pavement performance KW - Phosphoric acid KW - Polyphosphoric acid KW - Rutting KW - Styrene butadiene styrene KW - Test sections UR - http://www.trb.org/Publications/Blurbs/166590.aspx UR - https://trid.trb.org/view/1132252 ER - TY - CONF AN - 01363319 JO - Transportation Research E-Circular PB - Transportation Research Board AU - D'Angelo, John A TI - Polyphosphoric Acid Modification of Asphalt Binders: A Workshop. Workshop Summary PY - 2012/01 IS - E-C160 SP - pp 1-7 AB - At the Workshop on Polyphosphoric Acid Modification of Asphalt Binders, held in April 2009, researchers and practitioners presented the latest information on polyphosphoric acid (PPA) modification and performance characteristics. The PPA workshop covered extensive laboratory and field evaluations on the use of PPA as a modifier for asphalt binder. The following points were made by various workshop participants during the discussions: the stiffening effect of PPA on the binder is crude source dependent with anywhere from 0.5% to more than 3% needed to increase the binder grade; PPA works as a stiffener and cross-linker when used with polymers such as styrene butadiene styrene and ethylene terpolymers; PPA can significantly improve the delayed elastic response of the polymer-modified binder; there is some indication that hydrated lime can somewhat reduce the stiffening effect of PPA but the increased stiffening from the lime outweighs any loss; and limestone aggregate could not reverse or reduce the stiffening effect of PPA on the binder. Several laboratory studies evaluated the moisture damage potential of mixes produced with PPA-modified binders, finding that below the application rate of 1.5% there did not appear to be any increase in moisture damage potential. Extensive field testing has shown no negative performance related to PPA. Several states that have used PPA extensively indicated that there have been no instances of negative pavement performance issues that can be attributed to the PPA. U1 - Workshop on Polyphosphoric Acid Modification of Asphalt BindersTransportation Research BoardFederal Highway AdministrationMinnesota Department of TransportationMinneapolis,Minnesota,United States StartDate:20090407 EndDate:20090408 Sponsors:Transportation Research Board, Federal Highway Administration, Minnesota Department of Transportation KW - Bituminous binders KW - Calcium hydroxide KW - Field tests KW - Laboratory tests KW - Limestone aggregates KW - Moisture damage KW - Pavement performance KW - Phosphoric acid KW - Polymers KW - Polyphosphoric acid KW - Stiffening KW - Workshops UR - http://www.trb.org/Publications/Blurbs/166590.aspx UR - https://trid.trb.org/view/1132227 ER - TY - CONF AN - 01363318 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Reinke, Gerald AU - Glidden, Stacy AU - Herlitzka, Doug AU - Veglahn, Scott TI - Polyphosphoric Acid–Modified Binders and Mixtures: Aggregate and Binder Interactions, Rutting, and Moisture Sensitivity of Mixtures PY - 2012/01 IS - E-C160 SP - pp 86-105 AB - Polyphosphoric acid (PPA) has been increasingly used as a means of producing modified binders for the past 10 to 15 years in North America. Reports of isolated or regional use of phosphoric acid and PPA prior to the advent of Superpave performance grade (PG) binders have been published, but the increased demand for high-performance binders resulting from the adoption of PG binders stimulated more widespread research into the means by which PPA could effectively and economically enable binder suppliers to meet these demands. Consequently asphalt suppliers in all regions of the United States and Canada turned to PPA to meet the new specifications. It was found that PPA, when used at levels as low as 0.5% by weight of binder, could increase the high-temperature PG of some binders by one full grade. Most binders required approximately 0.8% to 1.2% PPA by weight of binder and some required considerably more; sometimes more than 2%. Still other asphalt suppliers found that the addition of low levels, typically less than 0.5% by weight, of PPA to polymer-modified binders enabled them to reduce polymer loading without negatively impacting mixture performance and in some reported cases enhancing mixture performance. Almost simultaneously with the onset of PPA usage, concerns were raised by a cross section of individuals, organizations, and agencies associated with the asphalt production and supply, bituminous paving and governmental sectors. These concerns were manifested by fears of mixture stripping because of the hygroscopic nature of PPA and fears of accelerated aging and adverse effects on low-temperature properties of both binders and their mixtures because of the well-known use of phosphoric acids, PPA, and phosphorus pentoxide to catalyze the production of roofing asphalt during the blowing process. There was also the often unstated but ever-present belief that purchasers of PPA-modified binders were being cheated because they were not receiving polymer when purchasing some premium PG grades. Some of these concerns were justified, many were not. The information in this study endeavors to put some perspective around these concerns, to show where there might be cause for concern and where there is not. This document does not provide an answer to all questions and it raises a few questions that still need to be answered. U1 - Workshop on Polyphosphoric Acid Modification of Asphalt BindersTransportation Research BoardFederal Highway AdministrationMinnesota Department of TransportationMinneapolis,Minnesota,United States StartDate:20090407 EndDate:20090408 Sponsors:Transportation Research Board, Federal Highway Administration, Minnesota Department of Transportation KW - Asphalt mixtures KW - Bituminous binders KW - Moisture sensitivity KW - Phosphoric acid KW - Polyphosphoric acid KW - Properties of materials KW - Rutting KW - Specifications UR - http://www.trb.org/Publications/Blurbs/166590.aspx UR - https://trid.trb.org/view/1132237 ER - TY - CONF AN - 01363317 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Westerman, Gerry R AU - D'Angelo, John A TI - Modified Asphalt Cement Use in Arkansas PY - 2012/01 IS - E-C160 SP - p 108 AB - In 1999, Arkansas initiated a plan to reconstruct most of its Interstate system over 5 years from 2000 to 2005. The reconstruction program placed 7.2 million tons of hot-mix asphalt (HMA) on the 370 mi of Interstate. This amounted to 320,000 tons of PG 76-22 used in the construction. A major portion of the PG 76-22 placed was a combination of styrene-butadiene-styrene–polyphosphoric acid (SBS–PPA). The performance of the system to date has been excellent. Overall the PPA SBS-modified PG 76-22 has performed exceedingly well for more than 10 years with no distress attributed to the binder. U1 - Workshop on Polyphosphoric Acid Modification of Asphalt BindersTransportation Research BoardFederal Highway AdministrationMinnesota Department of TransportationMinneapolis,Minnesota,United States StartDate:20090407 EndDate:20090408 Sponsors:Transportation Research Board, Federal Highway Administration, Minnesota Department of Transportation KW - Arkansas KW - Hot mix asphalt KW - Interstate highways KW - Pavement performance KW - Phosphoric acid KW - Polymer asphalt KW - Polyphosphoric acid KW - Reconstruction KW - Styrene butadiene styrene UR - http://www.trb.org/Publications/Blurbs/166590.aspx UR - https://trid.trb.org/view/1132242 ER - TY - CONF AN - 01363316 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Tam, Kai K TI - Polyphosphoric Acid–Modified Asphalt Cement: Ontario Perspective PY - 2012/01 IS - E-C160 SP - pp 109-114 AB - Different techniques have been developed for modifying asphalt cement (AC) to improve its high-temperature characteristics. Among these methods, chemical modification using polyphosphoric acid (PPA) has gained popularity in recent years, partly because it is an economical way of modifying AC. The potential problems associated with the use of such a method, however, may offset the benefits it offers. The Ontario Ministry of Transport (MTO) has developed a six-step plan to help the ministry address these concerns with the goal of balancing the benefits with the risks. The plan, which is discussed in this paper, consists of the following six steps: (1) conduct environmental scan; (2) identify issues, concerns, and benefits; (3) consult with industry; (4) develop a risk management plan; (5) specify revision and implementation; and (6) monitor and review options. U1 - Workshop on Polyphosphoric Acid Modification of Asphalt BindersTransportation Research BoardFederal Highway AdministrationMinnesota Department of TransportationMinneapolis,Minnesota,United States StartDate:20090407 EndDate:20090408 Sponsors:Transportation Research Board, Federal Highway Administration, Minnesota Department of Transportation KW - Asphalt cement KW - Economic benefits KW - High temperature KW - Ontario Ministry of Transportation KW - Phosphoric acid KW - Polyphosphoric acid KW - Properties of materials KW - Risk management UR - http://www.trb.org/Publications/Blurbs/166590.aspx UR - https://trid.trb.org/view/1132250 ER - TY - CONF AN - 01363315 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Ryan, Judie AU - D'Angelo, John A TI - Wisconsin Approach to Binder Modification PY - 2012/01 IS - E-C160 SP - p 150 AB - The Wisconsin Department of Transportation (DOT) uses performance warranty contracting on many higher-volume roads. This requires contractors to take corrective action if unacceptable pavement develops too early in a pavement life. By doing this the Wisconsin DOT transfers the responsibility of possible distress from binder materials that have been modified by polyphosphoric acid (PPA) to the contractor. To date, PPA has not been noted as a cause for pavement failure. Therefore, at this time no restrictions are in place for the use of the material and none are currently planned. U1 - Workshop on Polyphosphoric Acid Modification of Asphalt BindersTransportation Research BoardFederal Highway AdministrationMinnesota Department of TransportationMinneapolis,Minnesota,United States StartDate:20090407 EndDate:20090408 Sponsors:Transportation Research Board, Federal Highway Administration, Minnesota Department of Transportation KW - Bituminous binders KW - Pavement performance KW - Phosphoric acid KW - Polyphosphoric acid KW - Wisconsin KW - Wisconsin Department of Transportation UR - http://www.trb.org/Publications/Blurbs/166590.aspx UR - https://trid.trb.org/view/1132260 ER - TY - CONF AN - 01363314 JO - Transportation Research E-Circular PB - Transportation Research Board TI - Polyphosphoric Acid Modification of Asphalt Binders: A Workshop, April 7-8, 2009, Minneapolis, Minnesota PY - 2012/01 IS - E-C160 SP - 173p AB - The modification of asphalt binder to improve performance properties has grown significantly since the implementation of the Strategic Highway Research Program (SHRP) binder specifications. There has been increased use of polymers, crumb rubber modifier, and polyphosphoric acid (PPA). This has caused concern by many highway agencies about the performance characteristics of PPA modification and possible negative interactions with other mix components, such as lime and liquid antistrips. There have been anecdotal stories about both failures and successes. This workshop was convened to address these concerns. The workshop pulled together the real facts about PPA-modified asphalt and its performance. Researchers and practitioners with real knowledge and experience presented the latest information on the PPA modification and performance characteristics. This E-Circular contains several papers and summaries of presentations on the evaluation of the performance characteristics of PPA-modified asphalt. U1 - Workshop on Polyphosphoric Acid Modification of Asphalt BindersTransportation Research BoardFederal Highway AdministrationMinnesota Department of TransportationMinneapolis,Minnesota,United States StartDate:20090407 EndDate:20090408 Sponsors:Transportation Research Board, Federal Highway Administration, Minnesota Department of Transportation KW - Bituminous binders KW - Pavement performance KW - Phosphoric acid KW - Polyphosphoric acid KW - Properties of materials KW - Workshops UR - http://www.trb.org/Publications/Blurbs/166590.aspx UR - https://trid.trb.org/view/1132219 ER - TY - RPRT AN - 01363233 AU - Van Dam, Tom AU - Taylor, Peter AU - Fick, Gary AU - VanGeem, Martha AU - Lorenz, Emily AU - Iowa State University, Ames AU - Federal Highway Administration TI - Sustainable Concrete Pavements: A Manual of Practice PY - 2012/01//Final Report SP - 114p AB - Developed as a more detailed follow-up to a 2009 briefing document, Building Sustainable Pavement with Concrete, this guide provides a clear, concise, and cohesive discussion of pavement sustainability concepts and recommended practices for maximizing the sustainability of concrete pavements. The intended audience includes decision makers and practitioners in both owner-agencies and supply, manufacturing, consulting and contractor businesses. Readers will find individual chapters with the most recent technical information and best practices related to concrete pavement design, materials, construction, use/operations, renewal and recycling. In addition readers will find chapters addressing issues specific to pavement sustainability in the urban environment and the evaluation of pavement sustainability. KW - Best practices KW - Concrete pavements KW - Pavement design KW - Paving KW - Recycling KW - Sustainable development UR - http://www.cptechcenter.org/publications/Sustainable_Concrete_Pavement_508.pdf UR - http://ntl.bts.gov/lib/43000/43500/43507/Sustainable_Concrete_Pavement_508.pdf UR - https://trid.trb.org/view/1131871 ER - TY - RPRT AN - 01363221 AU - Middleton, Dan AU - Rajbhandari, Rajat AU - Brydia, Robert AU - Songchitruksa, Praprut AU - Kraus, Edgar AU - Hernandez, Salvador AU - Cheu, Kelvin AU - Iragavarapu, Vichika AU - Turner, Shawn AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - TXDOT Uses of Real-Time Commercial Traffic Data: Opportunity Matrix PY - 2012/01 SP - 24p AB - Based on a Texas Department of Transportation (TxDOT) survey, a review of other state departments of transportation (DOTs), and researcher understanding of Intelligent Transportation System (ITS) needs, the Texas Transportation Institute (TTI) team developed a comprehensive list of opportunities for TxDOT to consider pertaining to future use of private sector (PS) data. Specific opportunities for applying private data were reviewed in light of accuracy of the data, coverage areas, data availability, cost, and control of the data stream. The list of opportunities considered included: (1) Enhance traveler information in urban areas such as: (a) Travel time information (b) Levels of congestion (c) Speed measurement and (d) Alternate routes; (2) Introduce traveler information in areas where ITS deployment is not cost-effective; (3) Improve continuity of data based on existing ITS coverage across jurisdictions; (4) Develop a statewide 511 system; and (5) Reduce ITS deployment costs by limiting deployment of fixed data collection devices. TxDOT has deployed a variety of field devices to relay traveler information to motorists and other users. These devices include dynamic message signs, highway advisory radio, and others. In many urban areas, Transportation Management Centers (TMCs) receive data from vehicle sensors and cameras, and the data are processed and converted to useful information to be disseminated to the traveling public. However, there are situations where gaps in coverage exist and where private sector data could fill the gaps. For example, when TMCs detour traffic from freeways to surface streets, there might not be any means of monitoring the congestion levels on the streets without private data. The same could be true of rural areas where the deployment of ITS is minimal. If private agencies have coverage on these roadways and have sufficient data, TxDOT could purchase the data and provide traveler information without making huge investments to deploy ITS. Even with much of the desired coverage in place through past TxDOT efforts, it is conceivable that data from private providers could fill in gaps that would be difficult or unfeasible using traditional methods. KW - 511 (National Travel Information Number) KW - Intelligent transportation systems KW - Route choice KW - Traffic congestion KW - Traffic control centers KW - Travel time KW - Traveler information and communication systems UR - http://tti.tamu.edu/documents/0-6659-P1.pdf UR - http://ntl.bts.gov/lib/43000/43500/43559/0-6659-P1.pdf UR - https://trid.trb.org/view/1131874 ER - TY - RPRT AN - 01363013 AU - Bonneson, James A AU - Pratt, Michael P AU - Songchitruksa, Praprut AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of Guidelines for Pedestrian Safety Treatments at Signalized Intersections PY - 2012/01//Technical Report SP - 126p AB - For intersections with a permissive or protected-permissive left-turn mode, pedestrians cross during the permissive period. This operation requires the left-turn driver to yield to both opposing vehicles and pedestrians, prior to accepting a gap and completing the turn. Pedestrian crash risks are increased in these complicated driving conditions because left-turn drivers sometimes fail to yield to pedestrians. This document summarizes the research conducted and the conclusions reached during the development of guidelines for pedestrian safety treatments at signalized intersections. The guidelines are focused on treatments that alleviate conflicts between left-turning vehicles and pedestrians. One treatment addressed in the document is the use of protected or protected-permissive left-turn operation. The guidelines are based on consideration of pedestrian safety and vehicle operation. These considerations include the road-user costs associated with pedestrian-vehicle crashes and vehicle delay. The guidelines were incorporated in the Traffic Signal Operations Handbook. The guidelines were also incorporated into a spreadsheet that was developed to accompany the Handbook. The Handbook was previously developed for Project 0-5629. It provides guidelines for timing traffic control signals at intersections that operate in isolation or as part of a coordinated signal system. KW - Design KW - Exclusive permissive phasing KW - Intersections KW - Pedestrian safety KW - Signalized intersections KW - Traffic signal timing UR - http://tti.tamu.edu/documents/0-6402-1.pdf UR - http://ntl.bts.gov/lib/43000/43500/43556/0-6402-1.pdf UR - https://trid.trb.org/view/1131524 ER - TY - CONF AN - 01561161 AU - Bradway, Margi AU - Hormann, Liz AU - North Carolina State University, Raleigh TI - Sustainability in Project Delivery at ODOT PY - 2012 SP - pp 854-860 AB - The Oregon Department of Transportation’s (ODOT’s) long-standing commitment to sustainability is outlined in the Oregon Transportation Plan, ODOT’s values statements, and the ODOT Sustainability Plan. ODOT is working hard to integrate sustainability into its day-to-day business practices and to develop a culture of sustainability that emanates throughout the entire agency. The agency created a multi-volume Sustainability Plan that addresses the sustainable functions of ODOT’s internal operations and the management of the broader transportation system. At this time, Volumes I and II of the plan are complete and are being put into practice throughout the agency. Volume I outlines what sustainability means to ODOT. The development of Volume I was essential for laying the groundwork of sustainability at ODOT. This context setting document is needed before taking on the complex issues of setting specific goals and performance measures for sustainability at ODOT. Volume II sets goals, strategies, and performance measures for ODOT’s internal operations, such as its facilities and fleet. Volume III, in development, will focus on the sustainable management of the statewide transportation system. A key piece of Volume III is incorporating sustainability into ODOT’s design and construction practices, often referred to as project delivery. To address this need, ODOT convened a Sustainability in Project Delivery Committee. The committee is composed of ODOT staff with a wide-range of expertise. Members include the State Maintenance Engineer, State Materials and Construction Manager, a Region Manager, and representatives from Geo-Environmental, the Bridge Delivery Unit, the Director’s Office, and Technical Services. Over the first few meetings the committee worked on developing a work plan and identifying the main tasks for its work. The following are the four main tasks for the committee: 1) Define what sustainability means for ODOT project delivery; 2) Continue momentum of current sustainability practices and measures already occurring in project delivery, OTIA III Bridge Program and Greenroads; 3) Effectively communicate about sustainability within project delivery, both internally and externally; and 4) Determine the best tools to manage and implement sustainability within projects. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Cooperation KW - Oregon KW - Oregon Department of Transportation KW - Performance measurement KW - Planning KW - Project delivery KW - Sustainable development UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-5.pdf UR - https://trid.trb.org/view/1348833 ER - TY - CONF AN - 01561158 AU - Bevan, Timothy A AU - Culp, Michael AU - Galloway, Constance M Hill AU - Holsinger, Heather AU - Reid, Lisa AU - North Carolina State University, Raleigh TI - Federal Highway Administration Infrastructure Voluntary Evaluation Sustainability Tool (INVEST) PY - 2012 SP - pp 841-853 AB - This paper and presentation will summarize an initiative by the Federal Highway Administration (FHWA), as part of their Sustainable Highways Program, to define best practices for the planning, design, construction, and operations and maintenance of sustainable highways and to develop a tool for transportation practitioners to integrate sustainability best practices into highway projects and programs. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Best practices KW - Highway maintenance KW - Highway operations KW - Planning and design KW - Road construction KW - Sustainable development KW - U.S. Federal Highway Administration UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-5.pdf UR - https://trid.trb.org/view/1348832 ER - TY - CONF AN - 01561144 AU - Lee, Tracy AU - Clevenger, Anthony AU - Apps, Clayton AU - Paton, Dean AU - Quinn, Mike AU - Poulton, Dave AU - Ament, Robert AU - North Carolina State University, Raleigh TI - Does Wildlife Transportation Mitigation Make Cents: A Case Study of Highway 3 in the Crowsnest Pass in the Southern Canadian Rockies PY - 2012 SP - pp 810-824 AB - The Highway 3 transportation corridor, including land use and development adjacent to the highway, has been identified as a major challenge to maintaining wildlife connectivity in the southern Canadian Rockies. Highway 3 is a two-lane, east–west highway supporting 6,000 to 9,000 vehicles per day traveling over the Continental Divide at Crowsnest Pass. Wildlife – Vehicle Collisions (WVC’s) involving large mammals along Highway 3 predominantly involve deer; collisions also occur with less common species such as elk, moose, bighorn sheep, grizzly bear, wolf, lynx and cougar. A cost–benefit analysis was conducted using annual rates of WVCs for 31 mitigation emphasis sites identified along Highway 3 in British Columbia and Alberta. Mitigation emphasis sites (MES) were identified based on a synthesis of carnivore and ungulate use of the landscape surrounding Highway 3, the site’s local and regional conservation value, development status of land adjacent to the MES, and the highway mitigation potential. At each MES an analysis of wildlife vehicle collision mortality data was conducted. The number of collisions per kilometer per year involving deer, elk, moose and bighorn sheep were summarized at each mitigation emphasis site and the total cost of the ungulate– vehicle collisions (UVCs) was compiled. Using the UVC rates at each MES, the annual costs of the UVCs were then derived based on each ungulate species’ average cost per collision (i.e., human fatalities and injuries, vehicle damage): deer ($6,617), elk ($17,483), moose ($30,760) and bighorn sheep ($6,617). In British Columbia, total annual costs of UVCs at MES ranged from a low of $1,323 to $28,329 (includes 23 MES). In Alberta, total annual costs of UVCs varied from a low of $6,617 to a high of $31,405 (includes 14 MES)(all figures in 2007 Canadian dollars). A recent cost–benefit analysis for a variety of highway mitigation measures across North America found the average cost of building and maintaining a wildlife underpass with fencing and jumpouts (escape ramps for wildlife) is $18,123 km/yr. Although underpasses are often considered an “expensive” infrastructure investment for wildlife, nearly onethird of the monetary costs for the sites in British Columbia were estimated in excess of $18,123 km/yr and half of the MES in Alberta had estimated annual costs in excess of this threshold number. These costs indicate many of the MES along Highway 3 in the study area are excellent candidates for underpasses or other infrastructure investments. Further, if the underreporting of WVCs were accounted for, then investment in mitigation at even more sites would have been considered cost effective for using infrastructure investments. Focusing highway mitigation efforts in these areas could improve motorist safety, reduce wildlife mortalities, improve habitat linkage and animal movements across Highway 3 and be cost effective. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Canadian Rockies KW - Case studies KW - Environmental protection KW - Habitat (Ecology) KW - Highways KW - Land use KW - Transportation corridors KW - Wildlife UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-4.pdf UR - https://trid.trb.org/view/1348830 ER - TY - CONF AN - 01561143 AU - Broadhead, Craig AU - Smith, Jason AU - Sullivan, Amanda AU - North Carolina State University, Raleigh TI - Developing and Implementing a Comprehensive Wildlife Monitoring Program for the I-90 Snoqualmie Pass East Project PY - 2012 SP - pp 745-755 AB - The Washington State Department of Transportation (WSDOT) is currently constructing Phase 1 of a project that will ultimately improve a 15-mile stretch of Interstate 90 east of Snoqualmie Pass. The I-90 Snoqualmie Pass East (I-90 Project) is unique in that it addresses traditional transportation issues and also invests heavily in improving ecological connectivity. The ecological investments of the project include retrofitting existing structures to provide or improve connectivity, installing new wildlife crossing structures and wildlife fencing, improving hydrologic connections, and enhancing stream and lakeshore habitat. In order to determine how these investments in ecological connectivity perform over time, and to incorporate lessons learned into future phases of design and construction, a comprehensive wildlife monitoring program is needed. WSDOT, in partnership with several agencies and organizations, developed and is implementing a multi-tiered approach to wildlife monitoring. Implementation of this type of monitoring effort will provide scientifically defensible baseline and post-project data, define the parameters of successful connectivity enhancement, and provide adaptive management to help guide final design as the I-90 Project progresses. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Construction KW - Environmental protection KW - Habitat (Ecology) KW - Interstate 90 KW - Monitoring KW - Snoqualmie Pass (Washington) KW - Washington State Department of Transportation KW - Wildlife UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-2.pdf UR - https://trid.trb.org/view/1348665 ER - TY - CONF AN - 01561139 AU - James, Paul W AU - Wagner, R Steven AU - Ernest, Kristina A AU - Beck, Daniel AU - Irwin, Jason AU - North Carolina State University, Raleigh TI - Monitoring Fish and Low-Mobility Vertebrates Along a Major Mountain Highway: A Snapshot Before Construction of I-90 Wildlife Crossing Structures PY - 2012 SP - pp 572-585 AB - The authors monitored low-mobility vertebrate species before construction of wildlife crossing structures on the I-90 Snoqualmie Pass East project in the Washington Cascades. Their objectives were to address connectivity patterns and habitat requirements of low-mobility wildlife species, given the likely barrier effect of I-90. Low-mobility species (defined as those with relatively small daily movements and home ranges, low dispersal capability, or restrictive habitat requirements) are particularly vulnerable to fragmentation by roads and associated human uses of adjacent habitat. Yet most wildlife monitoring efforts along roads have been devoted to larger, more mobile wildlife species. The authors selected a number of low-mobility focal taxa including fish (trout and salmon), amphibians (frogs, toads, salamanders), reptiles (alligator lizards), and small mammals (pikas), and also measured characteristics of several ecosystems (aquatic and terrestrial), and habitats (talus, coniferous forests, wetlands, and streams). Their overall goals were to map the current distributions of low-mobility species near the I-90 corridor, especially in designated connectivity emphasis areas, to determine where and how frequently they cross the highway, and assess habitat characteristics and requirements. The authors used a variety of techniques to capture, mark, and track individuals, assess habitat, and collect genetic tissue samples. Capture methods include live-trapping, pitfall trapping, transect surveying, road-cruising, and electroshocking (streams). They marked individual organisms of some species with PIT (Passive Integrated Transponder) tags, ear tags, toe clips, or fin clips. Tracking methods included radio-tracking, repeat trapping of marked individuals, and PIT tag readers. Habitat measurements were collected in areas where target species were located. Ecological connectivity for low mobility species along I-90 east of Snoqualmie Pass has not been completely interrupted by the interstate, but crossings seem to be infrequent. Several marked amphibians (frogs, toads) were documented to cross I-90, as well as nearby forest service roads. No pikas were documented crossing the highway, but pikas do occupy rock patches adjacent to the highway shoulder and stream-side rocks under highway bridges. Alligator lizards were found on the interstate shoulders. Fish were found to pass through some, but not all streams that cross under the highway. Based on the pre-construction monitoring, the authors will provide recommendations for habitats built into the crossing structures and adjustments (where possible) to specific locations of some of the smaller crossing structures to link existing populations or critical habitat. The data they have gathered on habitat requirements of low-mobility vertebrates will inform engineers on which microhabitat elements should be included in the crossing structures. They will continue to monitor the movements of low-mobility species during the construction and post-construction phases of this project. Future analysis of genetic samples will allow them to determine landscape-level genetic structure for these focal populations, and assess changes to genetic structure and connectivity after wildlife crossing structures have been implemented. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animals KW - Environmental impacts KW - Fishes KW - Habitat (Ecology) KW - Interstate 90 KW - Mountain roads KW - Snoqualmie Pass (Washington) KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CRB-4.pdf UR - https://trid.trb.org/view/1347738 ER - TY - CONF AN - 01561136 AU - Zhang, Lei AU - Ji, Mingyang AU - Ferrari, Nicholas Joseph AU - Mathews, Reena AU - Beckett, Eric AU - Silwick, Jessica AU - Slater, Greg AU - North Carolina State University, Raleigh TI - MOSAIC: A Comprehensive Tool for Sustainable Highway Corridor Planning in Maryland PY - 2012 SP - pp 870-884 AB - The Maryland State Highway Administration (SHA) has initiated major planning efforts to improve transportation efficiency, safety, and sustainability on critical highway corridors through its Comprehensive Highway Corridor (CHC) program. As part of the CHC initiative, SHA has funded a research project, titled “Comprehensive Highway Corridor Planning with Sustainability Indicators” to develop a Model Of Sustainability and Integrated Corridors (MOSAIC). MOSAIC will assist SHA in selecting the most sustainable corridor improvement option for its Highway Needs Inventory and long range transportation planning processes. The ultimate goal of this research project is to integrate MOSAIC and sustainable highway planning into existing SHA processes, streamline the environmental screening procedure, and help SHA achieve its mobility, safety, social-economic and environmental stewardship objectives. In this research, six categories of sustainability indicators (mobility, safety, socio-economic impact, natural resources, energy and environment, and cost) and more than thirty sustainability performance measures have been developed as evaluation criteria for the selection of highway corridor improvement options. The first version of MOSAIC considers two highway improvement options, including adding a general-purpose lane and converting at-grade intersections to gradeseparated interchanges. Ongoing efforts will expand the highway improvement options in MOSAIC to also include road diet, bus rapid transit, bus-only lanes, high occupancy vehicle lanes, high occupancy toll lanes, freight truck-only lanes, light rail transit, and express toll lanes. Various quantitative models have been developed to analyze the impacts of these alternative corridor improvement types on identified sustainability indicators. The impacts on various sustainability indicators are then weighted based on policy considerations and SHA priorities. MOSAIC has been applied to the US 15 corridor north of Fredrick, MD, to demonstrate the feasibility and usefulness of this comprehensive tool for sustainable highway corridor planning. Planed future research will integrate MOSAIC tool into SHA’s Enterprise GIS system, which is expected to further streamline MOSAIC input and output processes, making the tool ready for statewide applications in Maryland. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Computer models KW - Economic impacts KW - Environmental impacts KW - Highway corridors KW - Highway planning KW - Improvements KW - Maryland KW - Maryland State Highway Administration KW - Social impacts KW - Sustainable development UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-5.pdf UR - https://trid.trb.org/view/1348935 ER - TY - CONF AN - 01561133 AU - Balčiauskas, Linas AU - North Carolina State University, Raleigh TI - The Influence of Roadkill on Protected Species and Other Wildlife in Lithuania PY - 2012 SP - pp 647-655 AB - The aim of this study was to evaluate the influence of roadkill on protected mammal species and to compare the pressures of hunting and roadkill on wildlife populations. Roadkill registration was carried out by driving over 100,000 km on highways and national roads in 2008–2009, and over 10,000 km on regional roads in 2007–2009. In addition, particular road sections were also covered on foot in 2009 (a total of 167 km walked several times). Official roadkill data, as registered by the Lithuanian Police Traffic Supervision Service for 2002–2009, were also used. The results obtained provided both the numbers and species composition of all wildlife fatalities and permitted the construction of roadkill indexes. Over the period of observation, official data show an annual increase in the number of fatalities, rising from 259 individuals in 2002 to 978 in 2008 (14 species, roe deer totaling 52–62% of all cases). The authors additionally registered 2656 casualties amongst wild mammals (21 species). On main roads, the average roadkill index was 3.79–4.05 individuals/100 km/day (95% confidence limits shown), with the highest averages being for East European hedgehog at 0.96 (maximum count 11.1) and raccoon dog at 0.85 (26.7) individuals/100 km/day. Extrapolating this data, the total number of wild mammals killed on main roads in Lithuania in 2009 was ca 25,000, with hedgehogs (5.8–6.5 thousand) and raccoon dogs (5.0–5.8 thousand) the most frequent of casualties. The authors also calculate that a further 30 moose, 35 European red deer, 150 roe deer and 200 wild boars were killed on main roads in 2009. The influence of roadkill may be important in number dynamics in some species. In 2008, raccoon dog road fatalities were three times higher than the hunting bag, and in 2009 almost 80% higher. Also in 2009, cases of badger roadkill were 5.5 times higher than the hunting bag and that of martens 2.5 times higher. In 2006–2009, the number of moose killed on the road ranged from 36–56% of hunting bag. In 2009, the incidence of roadkill amongst wild boar, European red deer and roe deer was around 3.6% of the number hunted, figures that would have no influence on population dynamics. Eurasian lynx, Eurasian otter and European bison are protected species in Lithuania. In the case of Eurasian otter and European bison, the losses due to roadkill are less than 1% of the population annually and 1% in 10 years respectively, figures that are within acceptable levels from a conservation standpoint. In the case of lynx however, roadkill represents the single greatest threat to the population. Dedicated investigation and special protection measures are therefore required in this regard. Statistical and spatial analysis clarified the most dangerous roads/segments and the seasonal distribution of accidents. Recommendations were given regarding fencing, warning signs and additional measures (repellents, jumpouts, deer crates). Funded by the Lithuanian Road Administration under the Ministry of Transport and Communications in 2007–2009, this is the most comprehensive study to date in this field in Lithuania. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Conservation KW - Environmental protection KW - Lithuania KW - Road kill KW - Spatial analysis KW - Statistical analysis KW - Wildlife UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CRB-6.pdf UR - https://trid.trb.org/view/1347982 ER - TY - CONF AN - 01561132 AU - Maslen, Lynn AU - Melton, Steven AU - North Carolina State University, Raleigh TI - Ecological and Social Challenges Associated with Constructing an Arterial Roadway in an Environmentally Complex Landscape: A Case Study from St. Albert, Alberta, Canada PY - 2012 SP - pp 690-703 AB - In 2001, the City of St. Albert, Alberta, Canada, population 55,000, urgently required a new arterial roadway near its developed limit, to provide a new commuter route to the nearby provincial capital, Edmonton, the primary source of employment. The environmental review and construction of this road was contentious for several ecological and socioeconomic reasons and thus, this project represents an excellent case study of the frictions associated with the need for expanding municipal infrastructure in/near areas that are subject to conservation initiatives. The road would traverse or pass near several sensitive natural features including: a fish bearing river; two large wetlands (one recognized as a globally significant Important Bird Area (IBA); an old growth woodland and a riverine municipal park, all in close proximity to each other and enjoying high ecological connectivity. The entire area was perceived by local residents as one highly-valued, easily accessible natural complex to be enjoyed for its intrinsic values, including excellent wildlife viewing opportunities. Ecological challenges associated with the project included: designing to maintain ecological connectivity among all complex components; mitigating direct habitat loss, including wetland and fish habitat loss and minimizing construction noise disturbance on sensitive breeding avian populations. Socio-economic challenges included providing a much-needed and eagerly anticipated roadway and maintaining or exceeding existing recreational opportunities, including nature appreciation values. Economic challenges included controlling the cost of required mitigation measures. Adding complexity and cost, the road also traversed two anthropogenic sensitive features: an abandoned landfill and a former sewage lagoon that had been converted to a functioning 16 ha stormwater management pond. These features presented significant technical and environmental construction challenges including: a risk of inducing landfill leachate discharge to the river, and, a need to contain the pond’s contaminated bottom sediments and a non-native forage fish population discovered to be resident in the pond, while not affecting the pond’s operation. These challenges were addressed by 1) undertaking a thorough environmental assessment, pursuant to Canadian federal legislation, which included developing numerous mitigation measures that met or exceeded best management practices, 2) developing monitoring programs to track mitigation efficacy, and 3) conducting extensive public consultation. Key mitigative measures included designing temporary pond dewatering systems to assist with construction and prevent escape of sediments and non-native fish; creation of 6,000 sq. m. of northern pike rearing habitat; conversion of the stormwater pond to a constructed wetland; installation of wildlife passage facilities; and translocation of a rare moss species. The road opened to traffic in 2007 with achievement of all environmental protection measures; creation of new, compensatory habitat and initiation of several programs to monitor mitigation success. In 2010, local environmental groups who were previously opposed to a roadway in this area acknowledged the project had retained social values associated with the nearby natural areas. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Alberta (Canada) KW - Arterial highways KW - Case studies KW - Costs KW - Ecology KW - Environmental protection KW - Road construction UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-1.pdf UR - https://trid.trb.org/view/1348661 ER - TY - CONF AN - 01561131 AU - Hagood, Susan AU - North Carolina State University, Raleigh TI - Genetic Differentiation of Selected Eastern Box Turtle (Terrapene carolina) Populations in Fragmented Habitats, and a Comparison of Road-based Mortality Rates to Population Size PY - 2012 SP - pp 626-646 AB - The decline of eastern box turtle populations is associated with habitat loss and fragmentation, lack of recruitment into breeding populations, removal of individuals from the wild for pets, and road mortality. Box turtle populations in many areas of the eastern United States may effectively be isolated as high traffic volumes on roads adjacent to turtle habitats prevent successful dispersal. If so, populations surrounded by heavily used roads may be less genetically diverse than those in relatively intact habitats. The author investigated whether populations in three Montgomery County, Maryland parks that were surrounded by roads were genetically differentiated relative to populations in two larger habitats in Maryland’s Prince George’s and Anne Arundel counties. Sampling was conducted between 2005 and 2008. She used 10 microsatellite markers to compare these populations, and sampled in an additional five sites (two in Maryland, and one each in Pennsylvania, the District of Columbia, and Florida), to better assess population structure. She found little evidence of genetic differentiation among central Maryland populations regardless of the extent of isolation. The author attributes these findings to the slow rate of change in turtle evolution; the observed similarities in genetic diversity may reflect past rather than present gene flow. She found moderate to great differentiation in populations separated by substantial distances. To determine whether road mortality exceeds additive mortality levels believed to be a threat to population persistence, she estimated population size in the three Montgomery County, Maryland, parks using markrecapture techniques, and compared these estimates to the number of dead, injured, and live turtles in or very near roads observed during walking and driving surveys conducted in 2006. Road-based morality rates fell within the range estimated to be inconsistent with population growth in one of the parks. Road mortality appeared to affect females out of proportion to their abundance in the population. Suggestions for reducing box turtle mortality in areas associated with high mortality rates are included. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animals KW - Environmental impacts KW - Genetics KW - Habitat (Ecology) KW - Highways KW - Montgomery County (Maryland) KW - Road kill UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CRB-6.pdf UR - https://trid.trb.org/view/1347981 ER - TY - CONF AN - 01561128 AU - Wills, Heather AU - Richman, Scott AU - North Carolina State University, Raleigh TI - Sustainability and the Columbia River Crossing Project PY - 2012 SP - pp 779-786 AB - Sustainability plays a critical role in transportation projects in the twenty-first century, and the Columbia River Crossing Project (CRC) is no exception. The CRC is a bi-state, multi-modal transit, bridge, and highway improvement project in the Portland, Oregon/Vancouver, Washington metropolitan region that, in June 2008, the governors of Oregon and Washington stated “can and should be one of the most sustainable transportation projects in the country.” The CRC sets a precedent within both states as the first transportation project to develop a “sustainability strategy.” The CRC Sustainability Strategy (CRC, 2011) explains how this project will meet the challenge presented by the two governors and shared by many local leaders: to become one of the most sustainable transportation projects in the country. This strategy is the blueprint for an enduring project that will serve generations of users, join surrounding communities, and integrate with the natural environment. It is intended to accomplish multiple objectives, including: articulating shared sustainability principles and goals of the CRC partner agencies, and defining project commitments and other recommended future actions that support them; applying an integrated, holistic “systems approach” to view the dynamic relationships of project components and their effects, rather than considering the various parts of this project in isolation; promoting sustainable project components that are currently under development and/or will be incorporated into the design, construction, and operational phases of the project; functioning as a “living document” that promotes flexibility and adaptability to emerging and future innovations The strategy builds on the policies and plans that already exist with the state departments of transportation, Metropolitan Planning Organizations, cities, and transit organization that are co-sponsors of the CRC. The strategy was developed from a framework composed of aspirational principles as well as more strategic goals that lead to more specific tactical activities for implementation during subsequent project phases. The principles, goals, and activities framework provides the overarching guidance for implementing sustainable components and practices into the CRC project design, construction, and operations and maintenance. For the purpose of the CRC Sustainability Strategy, principles are considered to be fundamental and unchanging tenets. The CRC Sustainability Principles describe the “rules” or criteria of the process for developing a sustainable project and therefore are descriptive, not prescriptive. Sustainability principles are derived from the Vision and Values Statement and reflect current direction in stakeholder sustainability policies. The CRC Sustainability Strategy is the first of its kind for a transportation project. This strategy is where all the environmental benefits, whether mitigation commitments or aspirations, will be contained. It is meant to be a living document that can be amended as new technologies, policies, and information becomes available. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Bridges KW - Columbia River KW - Highways KW - Portland (Oregon) KW - Public transit KW - Sustainable development KW - Transportation planning KW - Vancouver (Canada) UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-3.pdf UR - https://trid.trb.org/view/1348668 ER - TY - CONF AN - 01561123 AU - Singer, Paige AU - Kintsch, Julia AU - Huijser, Marcel P AU - Huyett, Alison AU - North Carolina State University, Raleigh TI - A Regional Ecosystem Framework for Terrestrial and Aquatic Wildlife along the I-70 Mountain Corridor, Colorado: An Eco-Logical Field Test PY - 2012 SP - pp 561-571 AB - Interstate 70 (I-70) is considered a major obstacle to wildlife movement in Colorado. The Colorado Department of Transportation (CDOT) has released the Final Programmatic Environmental Impact Statement, the first step in long-term planning for potential improvements to the I-70 Mountain Corridor (the Corridor) from Glenwood Springs to Denver. This planning process provides a unique opportunity to apply the Eco-Logical framework, an ecosystem based approach developed by the Federal Highway Administration to better integrate wildlife considerations and engage stakeholders in transportation planning. To accomplish this, Rocky Mountain Wild (formerly Center for Native Ecosystems) and ECOresolutions, LLC collaborated with CDOT, Colorado Watershed Assembly and Western Transportation Institute to: 1) compile baseline information on the presence of, and use of existing crossing structures by, wildlife along I-70; 2) develop recommendations for mitigating the impacts of roads and traffic on wildlife, specifically road mortality and habitat fragmentation; and 3) facilitate the environmental review process and provide an enhanced forum for stakeholder involvement. Original and existing information was collected relating to terrestrial and aquatic wildlife species. This information includes camera trap data on wildlife activity at existing bridges and culverts, wildlife habitat data from agencies, animal-vehicle collision data, and data obtained through a website where the public reported wildlife sightings. The authors then developed a transparent and repeatable process for identifying road sections that may require mitigation. This process was complemented by an extensive field survey that assessed the permeability of I-70 for select species. All information was analyzed and summarized to provide CDOT with recommendations for avoiding and minimizing impacts to terrestrial and aquatic wildlife during planning, design, construction, and operations and maintenance. In addition to site-specific recommendations, best management practices were formulated to provide general guidance for project-level planning throughout the Corridor. The recommendations were integrated into a web-based Context Sensitive Solutions Guidance Manual - a one-stop shop for project managers to identify potential conflicts with environmental and other community-valued resources. To further support ecosystem-based planning, the team facilitated a sub-committee of agency and community stakeholders to create an Implementation Matrix to identify specific considerations for wildlife at each phase of potential infrastructure improvements. This process, based on the consensus of stakeholders, implements the goals of an interagency Memorandum of Understanding (signed by state and federal transportation, wildlife and land management agencies) to minimize impacts to wildlife. These efforts are an excellent example of applying the Eco-Logical framework to a transportation corridor by creating a stakeholder process for incorporating ecosystem considerations. As a result, CDOT is now equipped with strategic guidance that can be used to avoid and minimize impacts to wildlife from the outset of project planning. The project will also facilitate environmental review processes by setting the stage for ongoing engagement with consulting agencies and public stakeholders and by providing clear measures and goals with which to design and evaluate transportation projects in the Corridor. This foundation is tantamount to the successful integration of connectivity measures into transportation projects, and can be used as a model for transportation projects across the state as well as for other DOTs. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Colorado KW - Colorado Department of Transportation KW - Environmental protection KW - Field tests KW - Habitat (Ecology) KW - Highway corridors KW - Interstate 70 KW - Mountain roads KW - Wildlife UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CRB-4.pdf UR - https://trid.trb.org/view/1347737 ER - TY - CONF AN - 01561119 AU - Wissman, Jörgen AU - Hedin, Åsa AU - Lennartsson, Tommy AU - North Carolina State University, Raleigh TI - How Important is Infrastructure for the Conservation of Threatened Biodiversity? A Case Study of Red-Listed Species in Sweden PY - 2012 SP - pp 656-668 AB - With intensified and changed land-use during the last 100 years much of the landscape’s species-rich habitats have disappeared. Case studies of some species have shown that roadside verges and other infrastructure-habitats function as the last refuges and are in some cases the main or only remaining habitat for the species. It is not known, however, how important the transport infrastructure is in general for the conservation of biodiversity – can infrastructure contribute significantly to conservation? Can certain “responsibility species” be identified which should be considered when building and maintaining roads, railways etc.? In this study, observations of red-listed species in a voluntarily reporting system were used to analyze for which species and groups of species the road infrastructure is particularly important in a region in western Sweden. The data of c. 50,000 data points were analyzed by two methods, by categorization of habitat based on the observers’ notions and by geographical position, to examine the proportion of observations along roads compared to observations in other habitats. 18 species were found to have all or a large part of its observations in roadside habitats. The methods gave somewhat different results and the different sources of errors in these types of analyses are discussed. How accurate results can the authors obtain using the available data? Further work includes defining target indicators for different management according to ecological groups. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Biodiversity KW - Case studies KW - Conservation KW - Habitat (Ecology) KW - Highways KW - Infrastructure KW - Sweden UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CRB-6.pdf UR - https://trid.trb.org/view/1347983 ER - TY - CONF AN - 01561113 AU - Li, Qi-Lin AU - Lin, Chi-Xian AU - Du, Yu AU - Zhang, Li AU - North Carolina State University, Raleigh TI - Road Ecology Status in China: The Effect of Roads on Wildlife and Corresponding Solutions PY - 2012 SP - pp 893-896 AB - Roads exert various effects of concern to conservation. They lead to habitat fragmentation, change the behavior of animals and cause road mortality of wildlife. All these impacts may influence the long-term viability of populations and eventually, biodiversity. Road ecology in China has been developing regularly since the early part of this century. In Qinghai Province, the Qinghai-Tibet Railway and Highway hindered Tibetan antelopes from moving westward and backward during their breeding migration at the beginning. They even gave birth along the railway. Nonetheless, as time has gone by, Tibetan wildlife is getting used to the traffic, they have adapted themselves to the changes in the surroundings by learning and adjusting their behavior. Their percentage of railway passage utilization gradually increased and the span of antelope wondering and stopping before crossing the railway line was steadily reduced. Tibetan wildlife is getting used to the railway. In Yunnan Province, Asian Elephants frequently occurs on the Simao-Xiaomengyang Highway and the 213 National Road. In order to avoid crashes with vehicles, elephants decreased their home range, changed into a nocturnal behavioral rhythm, and began to use the artificial corridors set up especially for large mammals. The utilization rate of corridors was 44%, and elephants preferred the bridge and tunnel corridors which were placed along their original movement routes. On Xiao-Mo Highway, humidity and temperature play an important role on the roadside activeness of sub-tropical snakes. Parallel elementary road surveys have been carried out in other areas of China. With the domestic road network developing rapidly, the authors still lack corresponding researchers to clarify the road impact on wildlife in detail. However, China has a benign commence. As the state environmental protection efforts continue to increase, they have good reasons to believe that China's road ecology will rapidly grow to a new level. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal migrations KW - China KW - Environmental protection KW - Habitat (Ecology) KW - Highways KW - Railroads KW - Road kill KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-6.pdf UR - https://trid.trb.org/view/1348937 ER - TY - CONF AN - 01561111 AU - Langen, Tom A AU - North Carolina State University, Raleigh TI - Design Considerations and Effectiveness of Fencing for Turtles: Three Case Studies along Northeastern New York State Highways PY - 2012 SP - pp 545-556 AB - In northeastern New York State, as in many places, aquatic turtle road mortality is high, and the toll disproportionately consists of breeding females. There is evidence that excessive road-mortality results in population declines near roads, and regional declines in heavily-roaded landscapes. In northeastern New York, turtle road mortality is concentrated along short lengths of road, referred to as road-kill hotspots. Inexpensive but effective and durable fencing, combined with subterranean passageways through culverts, could provide a mitigation tool to apply at hotspots to reduce road-kill while maintaining population connectivity. The author reports on the design, cost, durability, and effectiveness of three roadside wildlife barriers along state highways that are intended to prevent turtle trespass onto roads. Effectiveness of fencing was measured via pre-installation and post-installation monitoring of road-kill (using a before-after control-intervention (BACI) design). The impact of fence installation on nesting behavior was also measured, including effects on nest predation and nest microclimate. The author also collected radio-tracking data on common snapping turtles (Chelydra serpentina) to investigate whether existing tube culverts provide habitat connectivity between the two sides of a highway, when above-ground connectivity is impeded by fencing. The author concludes that inexpensive and easy-to-install fencing is effective at reducing aquatic turtle road-kill, but occasional inspection and repair is necessary to insure long-term functioning. Habitat connectivity can be maintained via culverts or bridges. Depending on the design, installation of fencing may have no effect or may positively affect nesting success. When combined with an effective process to identify the road segments that are the most severe hotspots for nesting turtle mortality, wildlife fences designed for turtles can be an effective and relatively inexpensive measure to conserve aquatic turtle populations within a roaded landscape. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animals KW - Before and after studies KW - Environmental protection KW - Fences KW - Habitat (Ecology) KW - New York (State) KW - Road kill KW - State highways UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CRB-3.pdf UR - https://trid.trb.org/view/1347735 ER - TY - CONF AN - 01561108 AU - Haemmerle, Howard AU - Hartje, Toni AU - London, Janel AU - Martin, Todd AU - Vanderhoof, Jennifer AU - North Carolina State University, Raleigh TI - Planning a Wildlife Crossing at the Urban/Rural Interface: Challenges and Opportunities PY - 2012 SP - pp 604-616 AB - An arterial connecting the rural and urban areas within King County, Washington runs through high-value wildlife habitat and a wildlife corridor protected by local regulations. A planned expansion of this arterial near the urban/rural interface would make safe wildlife movement through the area increasingly challenging. The construction schedule of this expansion presented an opportunity to establish habitat connectivity infrastructure prior to expanding the roadway. Project goals and objectives are to enhance motorist safety by reducing on-road wildlife encounters, create or reconnect viable wildlife corridors, improve safe wildlife movement across the roadway, improve habitat connectivity, and incorporate best available science. After first establishing clear project goals and objectives, the team underwent a literature search to find a solution to the initial project challenge: where to place a wildlife crossing structure along the nearly 4-mile-long road corridor. Through the research, the team discovered that most available literature relates to wildlife crossing structures within rural or wilderness areas as opposed to more urban environments. Most crossings in the United States are designed to accommodate migrating wildlife, as opposed to localized populations with smaller ranges, or are placed in response to significant road kill data. The team established a three-tiered system of site-screening criteria, which were tailored specifically for urbanizing landscapes. Criteria were developed to be site-independent (transferable from project to project), usable and meaningful to all road improvement projects for King County, and useful for rapid assessment in lieu of extensive wildlife crossing data. Using the tiered criteria, the team examined the feasibility of placing a wildlife crossing structure along this arterial. Issues evaluated included wildlife species, habitat types present, habitat connectivity opportunities, property ownerships and future land use, vehicle safety and road engineering constraints, as well as recognition of topographic, cultural resource, and utility constraints. The tiered criteria system strongly indicated a preferred crossing location. The principle factors driving the selected location were habitat connectivity, existing and future land-use, and presence of natural and artificial guideways. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Arterial highways KW - Habitat (Ecology) KW - King County (Washington) KW - Planning KW - Rural highways KW - Urban highways KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CRB-4.pdf UR - https://trid.trb.org/view/1347979 ER - TY - CONF AN - 01561099 AU - Kagan, James S AU - Boyd, James W AU - Wilkinson, Jessica B AU - Howie, Shara AU - Womble, Philip AU - Potter, Joanne AU - North Carolina State University, Raleigh TI - Comparing the Ecological and Economic Outcomes of Traditional vs. Programmatic, Multi-Resource Based Mitigation Approaches PY - 2012 SP - pp 825-839 AB - A study was undertaken to compare the ecological and economic outcomes of traditional mitigation verses progressive mitigation approaches which include multiple resource assessments. The authors' review of state programs shows the broad array of planning practices ranging from those that include little or no evaluation of landscape-level ecosystem services assessment, to those programs where landscape and social evaluation is a driving principle. The authors found that the best – and most practical – examples can and should form the basis for mitigation planning that targets the most socially, ecologically and economically beneficial mitigation locations. Characterizing the economic values which result from progressive mitigation approaches provides a mechanism to encourage policy makers, regulators, and transportation agencies to move towards implementing these approaches. Traditional mitigation programs can be expensive to implement, provide limited ecological outcomes, and often cause significant delays in infrastructure project implementation. Even when traditional programs are efficient and incorporated into programmatic agreements, as is the case in Florida, they usually fail to take advantage of the full array of economic and ecological outputs available to restoration projects. To implement progressive approaches, programmatic agreements must have the flexibility to take advantage of the most up-to-date information, and mitigation programs need to get credit for increased ecological and economic outputs from mitigation that restores multiple services. Projects in Maryland, Oregon and elsewhere in the country are working to create tools and mechanisms for mitigation-based ecosystem service crediting. Transportation agencies have demonstrated that they can make significant improvements in the delivery of new projects when programmatic agreements are developed. In this project, the authors document the significant increase in economic, social, and ecological outputs that can be gained if mitigation can be focused in areas in which these benefits are most efficiently generated. Where there appears to be fewer regulatory impediments to implementing progressive mitigation approaches, it is less clear that sufficient incentives exist for transportation agencies to support these progressive approaches. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Economic factors KW - Ecosystems KW - Environmental protection KW - Implementation KW - Planning KW - Regulation UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-4.pdf UR - https://trid.trb.org/view/1348831 ER - TY - CONF AN - 01561096 AU - Tonjes, Stephen D AU - Smith, Daniel J AU - North Carolina State University, Raleigh TI - Performance of Wildlife Crossing Enhancements to Existing Roadway Culverts and Bridges in Central Florida PY - 2012 SP - pp 534-544 AB - When travel lanes were added to several major roads in central Florida, certain bridges and culverts were upgraded with wildlife crossing accommodations, such as ledges, built as an alternative to expensive dedicated wildlife crossing structures. This paper presents research conducted on the response of wildlife to these enhancements. The study area included thirteen sites on five major state roads across east-central Florida. The effectiveness of the enhancements was evaluated by monitoring successful and unsuccessful (road-kills) animal movements across roads in the vicinity of each crossing. Multiple methods were applied to evaluate activity by different species. For instance, remotely operated cameras and tracking stations were used to capture use by medium to large species, and drift fences/pitfall traps were used to determine use by small mammals and herpetofauna. The authors conducted road-kill and track surveys at all wildlife crossing sites. Mark-recapture studies were performed at four of these locations for small mammals and herpetofauna to determine effects of the highways on species presenceabsence, avoidance behavior and potential crossing use. Data was collected from November 2004 to April 2010. Detailed results including species use, presence and absence are presented for each site. For all study locations the authors documented 176 different species. This included 17 state and federally listed species and 9 other species of conservation interest. Data included a total of 39,993 road-kills and 13,686 tracks within wildlife crossings for all the study sites. Results of mark-recapture studies of small mammals and herpetofauna included 1,250 individuals within wildlife crossings and 5,799 individuals at control locations. A wide diversity of avian species was negatively affected by vehicle strikes. Most can be reduced by using appropriate fencing to reduce the amount of prey species killed on road-sides and altering flight trajectories into traffic. Numerous rodent, frog, lizard and snake tracks were recorded in the larger wildlife crossings. Large numbers of road-killed frogs and snakes were also observed at nearly all study sites; this was attributed to inadequate fencing, not avoidance of the wildlife crossings. Other than gopher tortoise, few turtle species were recorded as road-kills or using the wildlife crossings. Several factors may contribute to this lack of data: effectiveness of fencing, low population levels, road avoidance, and habitat selection. Carnivores used most of the crossing structures. Road-kills were only significant at one of these locations, occurring beyond the existing wildlife fences. White-tail deer were documented at all study sites, but road-kills were significant at only three sites; these were also a result of individuals circumventing the existing wildlife fencing. An unexpected finding of this study was that most of the structures had design and/or construction flaws that seriously interfered with their functioning for wildlife use. Problems and corrective measures at each wildlife-crossing location are categorized by structure, approaches, substrate, fencing, and vegetation and cover. A discussion of the shortcomings of the conventional design process and a description of the multidisciplinary Wildlife Crossing Design Team created by the Florida DOT are presented. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Construction KW - Culverts KW - Design KW - Environmental protection KW - Florida KW - Highway bridges KW - Road kill KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CRB-3.pdf UR - https://trid.trb.org/view/1347734 ER - TY - CONF AN - 01561088 AU - Gerson, Roberta AU - Bailey, Amy Pettler AU - North Carolina State University, Raleigh TI - Integrating Transportation Planning, Conservation, and Regulatory Actions PY - 2012 SP - pp 885-892 AB - In 2005, Congress passed a new surface transportation law known as SAFETEA-LU, Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users. Section 6001 of the Act requires long-range statewide transportation plans and metropolitan transportation plans include a discussion of potential environmental mitigation activities and potential areas to carry out these activities. The challenge for practitioners is how to translate project level conservation needs into a regional planning process when perspectives are different. Natural resource considerations are generally considered during transportation infrastructure project development, not during the development of long- range planning. Caltrans evaluated their program to find opportunities to take a more ecological approach to long range planning. In the process, the CA Transportation Plan and Regional Transportation Planning Guidelines were revised to reflect the policies associated with early considerations for environmental resources as well as best practices and available tools. This exploration encouraged the FWS Regional Office in California to prepare a guidance document for planning agencies to help integrate conservation with infrastructure plans. The California Essential Habitat Connectivity (CEHC) project was a multi-agency collaborative project to develop a statewide wildlife habitat connectivity map and strategy. Regional Advance Mitigation Planning (RAMP) and Statewide Advance Mitigation Initiative (SAMI) are collaborative multi-agency groups who explore scientific innovations and policy hurdles in developing and implementing a landscapelevel framework and mitigate environmental impacts far in advance of projects. Modifications to policies and guidelines indicate to the practitioners that long range planning is not business as usual. Multi-agency partnerships among are the key to building trust to achieve an ecosystem/landscape approach to natural resource conservation. It takes time to frontload conservation planning and transportation planning at a regional scale and to institutionalize practices and understanding. Using a regional conservation strategy early in transportation planning will result in better informed infrastructure planning and greater flexibility in meeting regulatory mitigation/conservation needs. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - California KW - California Department of Transportation KW - Conservation KW - Habitat (Ecology) KW - Infrastructure KW - Regulation KW - Transportation planning UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-6.pdf UR - https://trid.trb.org/view/1348936 ER - TY - CONF AN - 01561086 AU - Becker, Dale AU - Camel, Whisper AU - Parker, Cory AU - Scott, Charlie AU - Sorey, David AU - North Carolina State University, Raleigh TI - Wildlife Crossings Within the Cultural Landscape of the Flathead Indian Reservation: US 93 from Evaro to Polson, Montana PY - 2012 SP - pp 768-778 AB - The benefits of wildlife crossings have been predominantly framed in ecological terms: i.e. habitat connectivity and species fitness. The health and movement of wildlife is also intimately associated with cultures who revere wildlife as mythic characters, seasonal portents and as on-going sustenance. It is from a cultural perspective that decisions are made regarding transportation and wildlife crossings. The authors examine the formative process of the design and implementation of wildlife crossings in the U.S. 93 Highway on the Flathead Indian Reservation, comparing the perspectives of the Confederated Salish and Kootenai Tribes with the perspectives of the transportation engineers. In addition to improving safety of humans and non-humans, wildlife crossings are a symbol of the interconnectedness of the Tribes’ life-world. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Cultural resources KW - Design KW - Flathead Indian Reservation KW - Habitat (Ecology) KW - Implementation KW - Indian reservations KW - Montana KW - Native Americans KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-3.pdf UR - https://trid.trb.org/view/1348667 ER - TY - CONF AN - 01561084 AU - Gagnon, Jeffrey W AU - Dodd, Norris L AU - Sprague, Scott C AU - Nelson, Robert E AU - Loberger, Chad AU - Boe, Susan AU - Schweinsburg, Raymond E AU - North Carolina State University, Raleigh TI - Elk Movements Associated with Interstate 17 in Northern Arizona PY - 2012 SP - pp 586-603 AB - Collisions with wildlife, particularly elk (Cervus elaphus), along Interstate-17 (I-17) south of Flagstaff, AZ USA are a significant safety concern. To address this, the authors worked with Arizona Department of Transportation to obtain information on elk movements and wildlife-vehicle collisions (WVC) to inform the early planning stages of reconstruction. Their objectives were 1) assess elk movements and distribution associated with I-17, 2) investigate relationships of elk highway crossing and distribution to traffic volume, 3) investigate WVC patterns and traffic volume relationships, 4) investigate elk crossings and WVC in relation to meadow and riparian habitat, and 5) develop strategies for wildlife passage structures and fencing to reduce WVC and promote wildlife permeability across I-17. The authors obtained 297,283 Global Positioning System (GPS) relocations from 71 collared elk. Elk crossed I-17 912 times, indicating a substantial barrier to elk movement, particularly when compared to SR 260 where elk crossed >11,000 times. Passage rates averaged 0.09 crossings/approach, and were substantially lower than those along SR 260, where they averaged 0.50 crossings/approach overall and as high as 0.88 crossings/approach along 2-lane sections of roadway. At-grade elk crossings were likely deterred by traffic along I-17, which averages approximately 17,000 vehicles/day versus <8,000 vehicles/day along SR 260. The authors identified a large peak in crossings (29% of all crossings) along a 3.2 km stretch of road with a wide median. Passage rates in areas with standard medians (≤70m) averaged 0.06 crossings/approach, but increased to as high as 0.21 crossings/approach with >140m medians. Another peak in crossings occurred near an existing structure that has been in place for over 30 years. The success of this structure in providing safe passage for elk provides insight into the potential success when wildlife crossings are incorporated into future reconstruction. Due to minimal I-17 crossing data, their ability to predict high crossing locations along I-17 using a model derived from SR 260 was limited. Although the authors recognized general trends, further validation using highways with similar habitat characteristics will be required to determine predictive ability of this model. Considering the liability incurred by transportation agencies when dealing with WVC, each highway should be evaluated on a case-by-case basis as traffic volumes and habitat types play an important role in wildlife attempting to cross highways. The authors documented 395 WVC, with elk accounting for 80.0%. They identified peaks associated with riparian-meadow habitat and sections of highway with wide median, indicating habitat preference and road configuration influenced WVC. Using their GPS movement data, combined with other important criteria, they identified locations along I-17where future wildlife crossings should be considered. Arizona Department of Transportation is seeking a long-term solution to address WVC and will consider information from this project for planning efforts. GPS technology has constituted a valuable tool, facilitating understanding of wildlife-highway relationships and promoting a safer and more ecologically sensitive roadway. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Arizona KW - Arizona Department of Transportation KW - Crashes KW - Deer KW - Environmental impacts KW - Habitat (Ecology) KW - Interstate highways KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CRB-4.pdf UR - https://trid.trb.org/view/1347978 ER - TY - CONF AN - 01561074 AU - Chandler, David AU - North Carolina State University, Raleigh TI - New Growth in Older Communities: A Case Study of Sustainable Development in Chicago's South Suburbs PY - 2012 SP - pp 704-719 AB - America’s cities grew up around railroads in the late 19th and early 20th centuries, a development pattern that allowed residents to live in walkable villages in the suburbs and commute via rail to jobs in the central city. Like many other cities and first-ring suburbs that were built around rail across the country, Chicago’s southern suburbs began a slow decline as the car, cheap gas and public policy encouraged urban sprawl and disinvestment. By the 1970s, the south suburbs were suffering devastating economic losses as the manufacturing industries at the core of their economies contracted and investment followed the interstate highways to exurban locations, leaving behind a legacy of environmental contamination, deteriorating buildings and infrastructure, and abandoned and vacant properties. Market and demographic trends offer older industrial cities and suburbs new opportunities to regain prosperity and clean up the environment by rediscovering their roots and once again focusing development and investment around their legacy rail assets. They can do this by linking transit-oriented development (TOD), which integrates residential and commercial uses around public transit, with cargo-oriented development (COD), wherein clusters of manufacturing and logistics businesses are strategically located near freight transportation assets and a ready workforce. To identify which prospective partners in the south suburbs had the strongest TOD and COD potential, the Center for Neighborhood Technology (CNT) in 2004 developed a computer program called the TOD and COD Optimizer that defined “ideal” TOD and COD types and ranked sites according to how well they matched the ideal. The analytical process was applied to all rail station areas and industrial districts in the south suburbs. CNT subsequently launched its “Smart Growth in Older Communities” pilot project in Harvey and Blue Island, believing that these towns offered a proving ground for the theory that linking TOD and COD could be an effective and sustainable economic revitalization strategy for disinvested communities. The pilot project provided a foundation for a 42-city redevelopment strategy known as the Chicago Southland Green Transit, Intermodal, Manufacturing, and Environment (TIME) Zone. This effort provides a national model for leveraging transportation assets, infill development sites and a skilled workforce in order to reduce transportation costs for residents and industry, decrease air pollution and greenhouse gas emissions, invest in local economies and create jobs. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Case studies KW - Chicago (Illinois) KW - Freight transportation KW - Suburbs KW - Sustainable development KW - Transit oriented development KW - Urban growth KW - Urban sprawl UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-1.pdf UR - https://trid.trb.org/view/1348662 ER - TY - CONF AN - 01561072 AU - Lamberton, Jessica AU - Avila, Sergio AU - Morris, Kenneth AU - North Carolina State University, Raleigh TI - Where Jaguar and Black Bear Meet: Tracking the Pathway of Temperate and Tropical Species in an International Sky Island Corridor PY - 2012 SP - pp 721-731 AB - The Sky Island region of the southwestern United States and northern Mexico is a world biological hotspot, where the temperate Rocky Mountains and Colorado Plateau meet the subtropics of the Sierra Madre Occidental and the Sonoran and Chihuahuan Deserts. Within this region, preserving, restoring, and increasing connected landscapes has ever greater urgency. Human population growth, increased urbanization, irresponsible off-road vehicle use and the development of new roads, highways and other infrastructure related to rapid human expansion are the most serious threats to wildlife and their habitats. In the arid southwest, where species survival is already affected by extreme summer temperatures and long distances between water sources, climate change is adding another layer of difficulty. The ability of wildlife to adapt and respond to a changing climate will depend on their ability to move freely across the landscape. Sky Island Alliance’s Wildlife Linkages Program strives to protect and restore the movement and dispersal of native plants and animals, and to reduce threats and barriers to landscape permeability, using education, science and advocacy to achieve conservation action. The Program’s vision is of an interconnected landscape where wildlife, based on their ecological needs, can move easily between core habitats, the Sky Island mountain ranges. This is achieved by connecting people, policy, and conservation at many levels, and by linking citizen involvement and science and field expertise with policy change and conservation action. The authors have accomplished a new kind of sustainability in motion, in which citizens sustain the conservation movement by engaging in the collection of data, gaining expertise, becoming advocates for regional conservation. In 2001 Sky Island Alliance developed a citizen science protocol requiring volunteer participation in a five-day training workshop on GPS, photo documentation, natural history and conservation of regional species, and track identification in the field. Eight focal species were identified for study: jaguar, bobcat, mountain lion, ocelot, gray wolf, black bear, white-nosed coati, and the ornate box turtle. Strategic 1.5 mile transects were established in potential linkages and surveyed every 6 weeks. Tracks are photographed, measured, and geo-referenced, and ATV/ORV tracks or other disturbances documented. Remote-sensing cameras were placed at select transects to provide comparative data. Verified data is analyzed using GIS, trend and presence/absence analysis. To date the authors have conducted a total of 16 tracking workshops and trained 249 tracking volunteers, monitored 49 transects, and walked over 2,800 miles to gather information on wildlife movement in known or suspected linkages. Data gathered in the past ten years have contributed to the development of Arizona’s Missing Linkages Assessment and a refined Pima County Wildlife Corridor Assessment, two comprehensive mapping projects that identify at-risk wildlife corridors and recommendations for transportation planners and engineers; and to a wildlife crossing overpass project on Arizona State Route 77, approved for construction in 2013. These data have also contributed to the first photograph ever taken of a live ocelot in Arizona. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Environmental protection KW - Habitat (Ecology) KW - Mexico KW - Sustainable development KW - Transportation corridors KW - United States KW - Weather conditions KW - Wildlife UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-2.pdf UR - https://trid.trb.org/view/1348663 ER - TY - CONF AN - 01561070 AU - Walewski, John AU - Windhager, Steve AU - Compton, Sean AU - North Carolina State University, Raleigh TI - Ecosystem-Based Protocols for Systematic and Sustainable Roadside Development PY - 2012 SP - pp 789-798 AB - Central Texas is among the nation’s fastest growing regions and experiencing significant levels of roadway construction in environmentally sensitive locations. Current roadway design, construction, and maintenance specifications within this region are based on Texas Department of Transportation (TxDOT) standards developed for state-wide applicability. However, dramatic swings in climatic conditions across the region’s three ecosystems have contributed to significant systematic roadside failures and follow-on environmental degradation. These increasingly common negative results have demonstrated that the status quo of a singular state-wide roadside development approach is problematic and not attuned to the complexity of the local ecological, cultural, topographical, and financial conditions. In response, the Protocols for Sustainable Roadsides (Protocols) were developed under the guidance of the authors for Williamston County, Texas, as an effort to expand the long term success rate of Central Texas roadsides, and thereby reduce or avoid financial and environmental costs. This paper documents the research and public policy efforts to create the Protocols with emphasis on the life cycle cost aspects to balance ecosystem and road development needs and requirements. The Protocols draw from current leading research and practices in highway design and construction from around the nation and abroad, and overlay general and specific planning, design, and construction specifications. Because the benefits and avoided costs that might accrue from the use of sustainable techniques are rarely monetized, extensive fieldwork along a 12 mile section of roadway was undertaken. This validation effort demonstrated the life cycle benefits and costs associated with an ecosystem based framework for roadside development. The results were also used to document and validate the ecology-related practices established in the Protocol for policy makers as well as the engineers, contractors, and maintenance staff involved with roadside planning, design, construction and maintenance. As such, the Protocols are a significant contribution to the body of knowledge on a comprehensive process to establish ecosystem-based roadside development given that this effort includes a benefit and cost evaluation combined with detailed guidance and specifications on planning, design, construction, and maintenance. In the course of implementing this effort local policy makers and engineering staff have become acutely aware of the lifecycle financial and environmental costs associated with construction, operations and maintenance, and initiated a comprehensive program to address both immediate and long-term issues associated with roadway development. The Protocols are now seen as a deliberate and effective response by implementing environmentally responsive and lowimpact solutions that are well documented as cost-effective and tested sustainable practices. The anticipated results will reduce long-term maintenance costs, enhance ecosystem performance, maintain roadway safety, and install a greater sense of regional character. Equally significant to this effort has been the collaboration among the disciplines of landscape architecture, environmental science and policy, and civil engineering. These lessons can be adapted by others and this paper will conclude with a discussion on what are the critical components that bring about such success. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Degradation failures KW - Ecosystems KW - Environmental impacts KW - Highway design KW - Life cycle costing KW - Road construction KW - Sustainable development KW - Texas KW - Texas Department of Transportation UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-4.pdf UR - https://trid.trb.org/view/1348669 ER - TY - CONF AN - 01561069 AU - Meek, Clifton AU - Mahdavi, Sarvy AU - North Carolina State University, Raleigh TI - California High Speed Rail: Early Agency Coordination for Enhanced Environmental Benefit PY - 2012 SP - pp 908-910 AB - With $9.9 billion in state funding and over $4.1 billion in federal funding already committed to the project, High Speed Rail is well on its way to becoming a reality in California. If planned and constructed in an environmentally sensitive way, California High Speed Rail could be an environmentally superior mode of travel. It is estimated that high-speed trains need only one-third the energy per person compared with that of an airplane and one-fifth of an automobile trip, thereby reducing energy-use, reducing emissions, and reducing congestion on roadways. There is continuing concern, however, about the potential environmental impacts inherent in such a large infrastructure project. These concerns have propelled a slew of early inter-agency coordination activities on both regulatory and non-regulatory initiatives with the goal of reducing the environmental impact and increasing the environmental benefit of the project to the greatest extent possible. These inter-agency initiatives include early coordination on nine project-level Environmental Impact Statements, development of comprehensive mitigation strategies, and partnerships to promote sustainability throughout the High Speed Rail system. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - California KW - Cooperation KW - Environmental impacts KW - High speed rail KW - Infrastructure KW - Sustainable development KW - Transportation planning UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-6.pdf UR - https://trid.trb.org/view/1348950 ER - TY - CONF AN - 01561066 AU - Thorne, James H AU - O'Donoghue, Elizabeth AU - Huber, Patrick R AU - McCoy, Mike AU - North Carolina State University, Raleigh TI - Moving Forward, a Review of California's Approaches to the Challenges and Solutions for Successful Regional Advance Mitigation Planning PY - 2012 SP - pp 799-809 AB - Incorporating regional planning principals into mitigation processes is recognized as a best practices objective for action agencies such as transportation departments. Some state transportation agencies have already begun taking advantage of the efficiencies and ecological and economic benefits that a regional advance mitigation approach permits, but no state has fully implemented the practice, because significant technical, cultural, regulatory, and financial roadblocks remain. Here the authors examine the challenges and possible solutions to full implementation of this approach, using ongoing projects from California as the point of departure. Three of the main challenges to implementation of regional mitigation plans are: 1) creation of equitable and transparent data development, assimilation, and mitigation estimation procedures; 2) development of trust and coordination between action and regulatory agencies; and 3) finding a funding mechanism to allow mitigation actions to occur in an advanced timeframe. The Caltrans Statewide Advance Mitigation Initiative and a multi-agency working group, the Regional Advanced Mitigation Project (RAMP), have been discussing these issues over a three-year period. To address transparent data development and analysis, the authors developed a two-track system that compiles natural resource and biological maps, and coordinates their use with maps of programmed transportation projects. The two sets of data are combined through the use of a conservation portfolio program, MARXAN, to assess the suitability of parcels or regions for mitigation actions, thereby enabling advance implementation of mitigation efforts. To facilitate communication between the infrastructure and regulatory agencies, an effective means of reaching consensus on their common objectives and acceptable business practices is needed. California agencies have developed a series of memorandums of understanding (MOUs), one signed by the State Department-head leadership, and another by agency staff. These agreements signal a desire from both the top- and field-levels of both types of agencies to improve the overall practice of mitigation and the ‘rules of the road’ to advance regional mitigation. In addition, RAMP stakeholders drafted state legislation to establish a statewide regional advance mitigation program, and agency staff are developing a policy framework identifying attributes and policies for a statewide program. Funding for advance mitigation remains a challenge in California. Because mitigation funding is directly tied to projects, it is typically not available for mitigation actions in advance of project construction. Advance mitigation requires access to a funding stream in the project planning stage. This necessitates the creation of a revolving fund that can be reimbursed as project construction begins. Some areas of the state have initiated their own funding initiatives, such as a sales tax in San Diego and Orange Counties. However, generally the state has not found a single mechanism by which funds can be appropriated and used. If funds can be brought to bear, there is the potential for those to become a revolving fund that can permit proactive mitigation actions such as acquiring high value conservation properties. The authors conclude that while significant obstacles to advance mitigation remain, recognition of its advantages can be used to develop the analyses, business practices, and funding needed for implementation. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - California KW - California Department of Transportation KW - Environmental protection KW - Financing KW - Implementation KW - Partnerships KW - Regional planning UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-4.pdf UR - https://trid.trb.org/view/1348829 ER - TY - CONF AN - 01561065 AU - Trocmé, Marguerite AU - Righetti, Antonio AU - North Carolina State University, Raleigh TI - Standards for Fauna Friendly Culverts PY - 2012 SP - pp 557-560 AB - Watercourses are the backbone of the Swiss ecological network. They are habitat and migration axis not only for aquatic organisms but also play an important role for terrestrial animals. These natural corridors are often interrupted by unadapted culverts along transport infrastructure. Most of the existing culverts were designed looking at hydraulic needs only, rarely considering animal needs. The Swiss Association of Road and Transportation Experts (VSS) has been integrating environmental issues in their road standards for more than 10 years. The new VSS-Standard on fauna friendly culverts (SN 640 696) was written by a team of engineers and biologists. The standard sets design specifications to insure all new culverts are appropriate for aquatic and terrestrial fauna. The standard discusses also the retrofitting of existing roads as this is the most common situation. Specifications distinguish new and retrofitted culverts. The standard distinguishes 6 terrestrial fauna categories and 5 aquatic fauna categories, for which design elements may be different. The specialty of this standard is a sustainable development approach, integrating a cost/benefit analysis. Several flow charts guide planners towards the most cost-effective solution using criteria from structural engineering, fauna specifications as well hydraulic and maintenance aspects. The goal is to offer clear technical solutions which are also most cost-effective. This guarantees not only an ideal effectiveness of measures, but as well aims a cost minimization. The paper proposes to present this new standard and the approach it is based on. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal migrations KW - Cost effectiveness KW - Culverts KW - Ecology KW - Environmental protection KW - Habitat (Ecology) KW - Switzerland UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CRB-3.pdf UR - https://trid.trb.org/view/1347736 ER - TY - CONF AN - 01561061 AU - Garrick, Norman W AU - McCahill, Christopher T AU - Atkinson-Palombo, Carol AU - North Carolina State University, Raleigh TI - Assessing the Ecological Footprint of Surface Transportation in the Fifty States PY - 2012 SP - pp 669-681 AB - The purpose of this paper was to assess and compare the ecological footprints of the surface transportation system in the 50 states and the District of Columbia. The authors also evaluated the extent to which this ecological footprint varies with transportation type and land use pattern in each state. In order to compare more similar states, the states are grouped using hierarchal clustering by their population distribution and concentration. The analysis reveals land use patterns have a major influence on environmental impacts at the state level. The transportation systems in states with densely concentrated populations have the lowest environmental impact. This suggests that land use patterns have a major influence on the ecological impacts of a transportation system at the state scale. Therefore, land use policies should be a major focus of policies aimed at reducing the ecological impacts of a transportation system. Characteristics of the transportation system are also influential. Generally, the states with lower automobile mode shares have the lower environmental impacts. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Ecology KW - Environmental impacts KW - Ground transportation KW - Land use KW - Population density KW - United States UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-1.pdf UR - https://trid.trb.org/view/1347984 ER - TY - CONF AN - 01561040 AU - Andrews, Kimberly M AU - Nanjappa, Priya AU - Riley, Seth P D AU - Gunson, Kari E AU - North Carolina State University, Raleigh TI - Road Planning and Mitigation Design for Small Animals: Concepts and Applications PY - 2012 SP - pp 527-533 AB - Roads are the most common manifestation of urbanization, connecting communities within and between rural and heavily populated areas. As natural habitat continues to be developed for homes and businesses, and as transportation agencies consider climate change strategies, opportunities exist to preserve and restore connectivity for animals that are forced to move in pursuit of suitable resources. The 2005 Transportation Authorization (SAFETEA-LU) mandates the inclusion of professionally-trained ecologists early in the road planning process. Decision-makers must use the best information available to recommend the most cost-effective and expedient planning and mitigation techniques that minimize ecological disruption. A compilation of concepts and research is an effective means to facilitate proactive transportation planning that enhances both public education, and communication among professional sectors of society to find ways to minimize, mitigate, and even prevent road impacts. Ecologists can draw from a wealth of knowledge with respect to mitigation planning for large vertebrates. However, even though assessments of roads have shown significant negative impacts on small animals, this group has received little attention in the transportation planning process. In response to this knowledge gap, a group of experts have come together to develop a resource manual to maximize the effective use of ecological knowledge in transportation decision-making while raising the profile of small animal considerations among transportation professionals. The manual will focus on amphibians and reptiles when assessing road impacts on small animals. They are well-distributed and diverse in many landscapes, and high road mortality rates have been quantified for these animals. Their range of movements between many ecosystem types (e.g., aquatic-aquatic, aquatic-terrestrial and terrestrial-terrestrial) for breeding, foraging, and hibernation can be extended to other small vertebrate taxa (e.g., fish, small mammals). This paper will provide an overview of the concepts associated with road planning and mitigation design for small animals, including some applicable examples of mitigation solutions. Concepts include small animal natural history as applied to roads, direct and indirect impacts of roads, regional mitigation prioritization, and mitigation design. Throughout the paper the authors will use an ecosystem approach and consider the concepts and applications as developed in the literature for large vertebrates for application to small vertebrates. They will also briefly address the challenges and emerging considerations associated with transportation planning for small animals, such as the implications of climate change on movement and connectivity. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animals KW - Decision making KW - Environmental impacts KW - Habitat (Ecology) KW - Highways KW - Planning and design UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CRB-3.pdf UR - https://trid.trb.org/view/1347733 ER - TY - CONF AN - 01561034 AU - Mölich, Thomas AU - Hörstermann, Mark AU - Klar, Nina AU - Vogel, Burkhard AU - North Carolina State University, Raleigh TI - Biotope Networks in Germany: The Wild Cat Corridor Map – A Strategic Instrument of Nature Conservation Germany PY - 2012 SP - pp 732-744 AB - On a global level, landscape fragmentation is one of the main reasons for the loss of biological diversity. In Germany, it’s mostly forest habitats which are affected by the increasing intensification of land use. For many forest species, forests become isolated habitats in an ever more intensely used cultivated landscape. To counteract this process, the BUND (The German League for the Environment and Nature Conservation; Member of the Friends of the Earth network) has developed the wild cat corridor map as an expert plan for the nationwide interconnection of forest habitats for the target species the wild cat. All potential wild cat habitats in Germany with an area of more than 500 km2 were determined with the help of a habitat model for the wild cat. Subsequently, by combining the habitat model with a cost-distance analysis it was possible to calculate the most economic corridors between all currently populated wild cat territories in Germany and potential habitats. The result is a map of interconnected wild cat habitats in Germany with a total length for the corridors of approximately 20,000 km. The relevance of the proposed corridors for the distribution of the wild cat is confirmed by the statistical accumulation of dead animals found along potential corridor axes. The scientifically determined expert planning is available in an interactive form online at www.wildkatzenwegeplan.de. It provides those responsible at federal, state and local level with the opportunity to integrate their planning in a coordinated strategy which aims at interlinking forest habitats in Germany. Since 2004, the BUND is working together with government authorities, landowners and other stakeholders such as hunters and farmers to implement the wild cat corridor map. The broad public is involved by several means of public relations. Three corridors have been planted by the year 2011. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Conservation KW - Environmental protection KW - Forests KW - Germany KW - Habitat (Ecology) KW - Land use KW - Networks KW - Wildlife UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-2.pdf UR - https://trid.trb.org/view/1348664 ER - TY - CONF AN - 01561029 AU - Nelson, Debra A AU - Krekeler, Paul AU - Rossi, Michael AU - North Carolina State University, Raleigh TI - Incorporating Sustainability into New York State DOT's Decisions PY - 2012 SP - pp 861-869 AB - Transportation decisions are largely driven by economics and, to a lesser extent, environmental and social factors. Though, transportation decisions have shifted in the last 15 years to more fully consider environmental factors (i.e., NYSDOT’s “Environmental Initiative”), the three factors of sustainability (environment, social equity and economics) are often presented as competing factors rather than harmonizing factors in the decision-making process. Addressing all three realms on equal footing will go a long way to ensure balanced decisions and to streamline processes. New York State Department of Transportation (NYSDOT) is taking sustainability to a new level, incorporating the “Triple Bottom Line” thinking (economic, social, environmental) beyond the operational level (the “how”) and the more tactical level (the “what”) by expanding it to a strategic level (the “why”). NYSDOT recognizes that sustainability is an overarching principle. This paper will touch on NYSDOT’s sustainability ethic established through its GreenLITES (Green Leadership in Transportation and Environmental Sustainability) program and highlight NYSDOT’s recent efforts to incorporate sustainability principles into its asset management, comprehensive program update and capital investments decisions. NYSDOT is working to refine innovative tools to ensure strategic, tactical and operational transportation decisions that further social, economic and environmental sustainability. The authors' goal is to integrate ecological, structural, safety, and economic needs into the transportation decision-making process. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Decision making KW - Economic factors KW - Environmental impacts KW - New York State Department of Transportation KW - Social factors KW - Sustainable development KW - Transportation planning UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-5.pdf UR - https://trid.trb.org/view/1348834 ER - TY - CONF AN - 01561028 AU - Stamatiadis, Nikiforos AU - Kirk, Adam AU - North Carolina State University, Raleigh TI - Measuring Context Sensitive Solutions Benefits PY - 2012 SP - pp 757-767 AB - In recent years, Context Sensitive Solutions (CSS) has been promoted by both AASHTO (American Association of State Highway and Transportation Officials) and FHWA (Federal Highway Administration) as a best practice for project development. CSS provides a systematic and comprehensive approach to project development from inception and planning through operations and maintenance. The ability to categorize and measure the benefits of CSS projects is vital to the long-term success of this approach. The objective of this project is to develop a guide for transportation officials and professionals that identifies a comprehensive set of CSS performance measures and quantifies the resulting benefits through all phases of project development. A fundamental aspect of this research effort is the identification of CSS action principles and their potential benefits. A matrix that correlates benefits to specific CSS principles was generated to allow for the development of appropriate metric indicators for each benefit. Guidelines for benefit analysis have been developed to provide transportation agencies with a set of recommended practices for assessing benefits. The guidelines emphasize the fact that CSS is a principle-driven, benefit-justified effort that can enhance an agency’s goals and interaction with stakeholders and the public. The need exists to analyze and measure the benefits of CSS and its impact on projects (e.g. cost and delay) in order to demonstrate a best use of agency resources. This need has been addressed with a guide that provides transportation agencies with a recommended method and appropriate tools. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - American Association of State Highway and Transportation Officials KW - Best practices KW - Context sensitive design KW - Context Sensitive Solutions KW - Maintenance KW - Operations KW - Planning KW - Project delivery KW - U.S. Federal Highway Administration UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-3.pdf UR - https://trid.trb.org/view/1348666 ER - TY - CONF AN - 01561027 AU - Record, Richard L AU - North Carolina State University, Raleigh TI - Examination and Consideration of Non-Evident Ecological History and Opportunities in a Heavily Urbanized Transportation Corridor: I-75 Reconstruction and Expansion in the Mill Creek Valley of Cincinnati, Ohio PY - 2012 SP - pp 682-689 AB - Gray (urban area) transportation corridors are typically not seen as having ecological value or opportunity, and are usually not robustly examined in this area under NEPA (National Environmental Policy Act). The authors examined an example project, a planned I-75 expansion in the heavily urbanized Mill Creek valley of the City of Cincinnati, Ohio. They found that the Mill Creek valley study area, while highly modified and managed for urban land use purposes, does present some opportunity for “recovery and reestablishment” of linked patches of communities approaching native vegetation. They found that some of these opportunities may be made available or enhanced by relationship to the I-75 corridor transportation investments that linearly dominate the corridor. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Cincinnati (Ohio) KW - Ecology KW - Environmental impacts KW - Interstate 75 KW - Land use KW - Native plants KW - Transportation corridors KW - Urban areas UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-1.pdf UR - https://trid.trb.org/view/1348660 ER - TY - CONF AN - 01561023 AU - Brady, Steven P AU - North Carolina State University, Raleigh TI - Population and Evolutionary Consequences of Roads on Two Amphibians PY - 2012 SP - pp 621-625 AB - The network of roads on the landscape is vast, and has wide-reaching ecological influence. Recent investigations have focused on understanding impacts of contaminants from road runoff, especially deicing agents such as road salt. Much of the understanding of this phenomenon concerns rivers and streams. By comparison, little is known about the impacts of runoff on ephemeral wetlands. Yet, the small and shallow nature of these aquatic systems may render them highly susceptible to the influence of runoff, whereby high concentrations of contaminants are possible. At present, the understanding of the impacts of roads and runoff stops at the species level. Yet, the growing body of literature reporting phenotypic and genetic differentiation among local populations prompts investigation into population level responses. To address this gap, the author investigated the influence of road proximity on local populations of the wood frog (Rana sylvatica). He evaluated whether road proximity influences embryonic survival, and if so, whether this influence is dependent on local population origin with respect to road adjacency. To answer these questions, he conducted a field-based reciprocal transplant across ten wood frog populations. For all experiments, the author collected wild wood frog embryos within 24 hours of oviposition from each of five roadside and five woodland wetlands. He defined roadside wetlands as those located < 10 m from a paved road and woodland wetlands as those located > 200 m from any road. He reared embryos in field enclosures and evaluated survival when hatchlings reached feeding stage. Embryos survived less when reared in roadside wetlands, and the magnitude of this response depended on wetland origin type. Wood frogs originating from roadside wetlands consistently performed worse than those originating from woodland wetlands. Thus, the negative influence of roads appears most severe for the very populations that breed and dwell there. This suggests that roads might induce sink dynamics and inherited negative effects, and poses critical uncertainty regarding the longterm success of amphibians occupying roadside wetlands. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Amphibians KW - Highways KW - Pollutants KW - Roadside fauna KW - Runoff KW - Wetlands UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CRB-6.pdf UR - https://trid.trb.org/view/1347980 ER - TY - CONF AN - 01561022 AU - Wahlman, Henrik AU - North Carolina State University, Raleigh TI - Large Scale Infrastructure and Spatial Planning – A Landscape Approach: The Götaland Line Example PY - 2012 SP - pp 897-907 AB - When assessing environmental impact of infrastructure, an object-centered thinking focusing on individual projects has traditionally been the method of choice. The Swedish Transportation Administration (STA) has noted several aspects of the environment that is difficult to handle with such an approach, including large-scale ungulate movement, cumulative effects etc. Several recent or ongoing projects are now trying for another angle. In sustainable development, planning should consider the context of the landscape including biological, cultural and visual aspects and their dependency on each other. This spatial planning has been done with great success in the early planning stages of a new, 230 kilometer high-speed railroad. This complex railroad project, called the Götaland line, will eventually connect Sweden’s two biggest cities Stockholm and Gothenburg. The STA used a new cross-disciplinary landscape characterization approach in The Götaland line project. The main questions included where not to put the railroad, what type of nature values are affected and in what way, and which mitigation measures have to be taken to lessen the negative impact? This was done for natural, cultural and visual aspects. The authors used green infrastructure to describe the natural aspects, analyzed using several broad-scale GIS-based tools. Among aspects analyzed were rich landscapes (tracts) with higher concentrations of biodiversity, large-scale systems of targeted habitats and functional habitats for key species. Sensitivity to effects from a high-speed railroad was assessed, as was the possibility to mitigate potential conflicts. A landscape characterization, incorporating natural, cultural and visual aspects was created and used as a common ground for discussion within the STA and with external parties. From a biological perspective, previously unknown biodiversity hotspots that lacked legislated protection were identified, as were several habitat-systems and functional habitats. These findings gave us a new understanding of the landscape and how it fit together, and made it possible to take “evasive” action to preserve landscape connectivity and lessen the potential impact. It was to a large extent possible to exclude core biodiversity areas and systems from the corridor, which were then passed on to later planning stages. Knowing which areas or objects with high conservational/biological value that cannot be avoided makes it possible to start more extensive analysis on how to handle these specific areas/objects early in the next planning phase, avoiding future bottlenecks. The cross-disciplinary discussions during the project deepened the understanding of the landscape and made it possible to better balance natural, cultural and visual aspects against one another, which will facilitate discussions with other agencies, the public and other interested parties. A major benefit of this approach in large-scale projects is the possibility to plan for a more resilient infrastructure that safeguards areas and systems with high biodiversity, regardless of if they are protected by legislation or not. This makes it possible to reduce impact on important landscapes and ecosystems by avoiding them from the start, and to minimize conflicts in later planning stages. Knowing the landscape early on makes it possible to influence budget, alignment and modeling. Cross-disciplinary work, finding common ground, reduces potential conflicts between fields of expertise in the process. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal migrations KW - Environmental impacts KW - Infrastructure KW - Landscape design KW - Railroad construction KW - Sustainable development KW - Sweden KW - Swedish Transport Administration (Trafikverket) UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-SUS-6.pdf UR - https://trid.trb.org/view/1348949 ER - TY - CONF AN - 01558540 AU - Penrod, Kristeen AU - Garding, Emily AU - Paulman, Candace AU - Cabanero, Clint AU - Beier, Paul AU - Spencer, Wayne AU - North Carolina State University, Raleigh TI - Bay Area Critical Linkages: Habitat Connectivity Planning for the San Francisco Bay Area and Beyond PY - 2012 SP - pp 74-86 AB - The Bay Area Critical Linkages Project is developing linkage designs for several priority landscape linkages whose protection is crucial to maintaining ecological and evolutionary processes throughout the region. The goal is to secure functional connections between existing wildlands to maintain landscape-level ecosystem processes, including movements of such wide-ranging species as mountain lion (Puma concolor) and American badger (Taxidea taxus). The linkage conservation plan generated by this project will be based on several analyses (e.g., landscape permeability, habitat suitability, patch size and configuration analyses; Beier et al. 2006) and field work that evaluate the habitat suitability and movement needs of the selected focal species. This approach delineates the best potential movement routes between targeted areas but also addresses whether suitable habitat occurs in large enough patches to support viable populations and whether those patches are close enough together to allow for inter-patch dispersal. A crucial element of each linkage design is a set of recommendations to mitigate barriers, restore habitats, and manage the linkage. The authors conduct field surveys to ground-truth existing habitat conditions, document existing barriers and potential passageways, and describe restoration and management opportunities. Because paved roads often present the most formidable potential barriers, data is gathered on all types of potential crossing structures, areas where crossing structures could be improved or installed, and opportunities to restore vegetation to improve road crossings and minimize roadkills. The approach (1) spans jurisdictional boundaries and promotes the partnerships needed to implement landscape connectivity at this scale, (2) garners greater visibility from agencies and focuses disparate conservation efforts on a coordinated regional plan that appeals to the public and the agencies, and (3) sharpens the focus of partners working at local scales. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animals KW - Environmental protection KW - Habitat (Ecology) KW - Highways KW - Partnerships KW - San Francisco Bay Area KW - Vegetation KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CNT-3.pdf UR - https://trid.trb.org/view/1347274 ER - TY - CONF AN - 01558535 AU - Craighead, Frank Lance AU - Craighead, April AU - Oechsli, Lauren AU - Kociolek, Angela AU - North Carolina State University, Raleigh TI - Identification and Evaluation of Sites for Low-Cost Wildlife Mitigation PY - 2012 SP - pp 192-207 AB - The Bozeman Pass transportation corridor between Bozeman and Livingston, Montana, includes Interstate 90 (I-90), frontage roads, and a railroad. Data collected indicate the highway had become a hazard to wildlife and a partial barrier to animal movements in the Bozeman Pass area, which is considered a corridor for wildlife moving north and south between the Greater Yellowstone Ecosystem and other habitat. Studies were begun with the objective of identifying areas of elevated roadkill and employing mitigation measures whose success could then be measured. In 2001 field data collection began on Bozeman Pass to determine the extent of animal–vehicle collisions (AVCs) and where such conflicts may best be mitigated. Subsequent funding from MDT (Montana Department of Transportation), the Federal Highway Administration (FHWA) and the Western Transportation Institute (WTI) resulted in a multi-year safety and wildlife connectivity study centered around a Montana Rail Link (MRL) bridge reconstruction site. Data on wildlife crossings and AVCs were collected before and after installation of wildlife exclusion fencing to evaluate its efficacy in reducing AVCs and funneling animal movements under the highway via existing culverts and the MRL bridge. Data collection included 1) road kill surveys; 2) track-bed monitoring at fence ends, jump-outs, and under the MRL bridge; 3) remote camera monitoring at fence ends and culverts; 4) infrared counter and remote camera monitoring at jump-outs; and 5) opportunistic snow tracking at track-bed sites and along the length of the highway in the study area. Ungulate–vehicle collisions (UVCs) have decreased significantly inside the fenced roadway since the installation of the wildlife fencing. No significant increase in UVC rates has resulted either at the fence ends or in the study area as a whole. In addition, track-bed and remote camera data indicate increased wildlife movement under the MRL bridge and through culverts. An analysis of road kill density “hotspots” before and after the fencing indicates one hotspot has been mitigated by the fence. Because wildlife mitigation measures were added to the bridge structure replacement project, the costs of this project were lower than they would have been if MDT were constructing a new wildlife crossing structure. Increased usage under the bridge and through other structures suggests that wildlife fencing leading to existing crossing structures is an effective method of reducing the risk to both motorists and wildlife while improving wildlife connectivity. Incorporating wildlife connectivity measures into scheduled road projects early in the planning stages can be a cost-effective way to reduce AVCs. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animals KW - Costs KW - Crashes KW - Environmental protection KW - Evaluation and assessment KW - Habitat (Ecology) KW - Montana KW - Montana Department of Transportation KW - Transportation corridors KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-1.pdf UR - https://trid.trb.org/view/1347632 ER - TY - CONF AN - 01558534 AU - Howe, Chuck AU - Harris, Kurt AU - North Carolina State University, Raleigh TI - Establishing and Maintaining Environmental Compliance in a Sensitive Context PY - 2012 SP - pp 294-300 AB - The Arizona Department of Transportation (ADOT) developed a project to re-construct a nine-mile segment of state highway in an extremely sensitive and visible portion of the state while incorporating required environmental, safety features, and aesthetically pleasing features to meet local interests as well as regulatory and design standards. This project was constructed in three phases with a great degree of variability. Design features incorporated: recreational trail systems, trailhead parking areas and wildlife enhancement features in conjunction with agreements with the Coconino National Forest. The second phase was constructed largely within a regulated stormwater jurisdiction (City of Sedona). This project phase included the replacement of a two-lane highway bridge with cantilevered round-a-bout over Oak Creek - classified as Unique and Outstanding Water nationally. ADOT contracted the construction phase of the project with numerous associated regulatory permits and associated mitigation measures. Both primary phases of the project found numerous deviations from the best-laid plans, including utility conflicts not previously identified, the ever-swelling rock phenomenon, numerous high intensity thunderstorms, and a forecasted biblical flood - which shrunk to a 15-year event. Following this 15-year storm event, the project area was visited by three regulatory agencies at the same time to conduct a joint inspection of stormwater compliance and overall pollution control measures. Numerous corrective actions had been deployed during the week prior to the storm event; those proved to be valuable investments on behalf of ADOT and its Contractor. A subsequent audit by US EPA of ADOT's statewide stormwater permit was conducted, which included a return site visit to this project. ADOT chose to enter into a Partnering process with the contractor that successfully bid both phases of the project. Numerous references to color and texture requirements in the design were included as mitigation measures. These requirements resulted in numerous samples being submitted to the Coconino NF. In addition, significant effort was needed in collaborating with the City of Sedona on utility conflicts, public involvement, and construction effects to businesses within the community. To achieve conformance to specifications with resulting compliance with regulatory permits daily inspections, correspondence, and documentation is necessary. The prime contractor eventually recognized the analogy that after several complaint-based inspections from the regulatory community that the project is a large fish bowl, with everyone watching. Re-establishing and enforcing expectations were a necessary function of ADOT's full time Erosion Control Coordinator. This individual worked hand-in-hand with operators, sub-contractors and the superintendents to achieve and maintain compliance with the issued permits. Many of the implemented practices with further lessons-learned have been and will continue to be applied to other projects throughout the state in an effort to manage risk, exposure, and unanticipated environmental impacts. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Arizona KW - Arizona Department of Transportation KW - Compliance KW - Environmental impacts KW - Environmental protection KW - Permits KW - Regulations KW - Road construction UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-3.pdf UR - https://trid.trb.org/view/1347665 ER - TY - CONF AN - 01558533 AU - Rainsberry, Sharon AU - Callahan, Cindy AU - Green, Frank AU - Hall, Bill AU - Morrow, Steve AU - Parton, Mike AU - Wills, Heather AU - North Carolina State University, Raleigh TI - Minimizing Impact Pile Driving Hydroacoustic Effects on 14 Species of Endangered Species Act Listed Fish: Tales from a Mega-Project PY - 2012 SP - pp 363-375 AB - The Columbia River Crossing (CRC) is a large, complex project with multiple years of in-water construction to replace a bridge spanning 1.1 kilometer (0.7 mile) of the Columbia River. The Columbia River is a migratory corridor for 14 fish species listed under the Endangered Species Act (ESA), including two endangered salmon species. Year-round impact driving to install 2.4 meter (8’) diameter steel pile for bridge pier foundations was originally proposed, but would have produced noise levels resulting in exposure to critically imperiled interior basin listed fish creating the possibility of the project being deemed to jeopardize the continued existence of a species (i.e. a jeopardy opinion). An alternative, limiting in-water work to a 4-month period to avoid key interior basin migration, would concentrate the impact on less imperiled, but still federally listed lower river fish for several consecutive years, again raising the specter of a jeopardy opinion. In addition, this timing would extend the overall construction timeline to almost 14 years, impacting contract viability and dramatically increasing construction cost. To develop a viable construction timeline while balancing impact minimization, the project team facilitated a solution through collaboration with regulatory agencies and internal project staff, and implementation of a test pile study to verify assumptions. Pier design and construction methods were modified based on regulatory agency input for prioritizing impact minimization to various fish species. Project timing was modified based on a project sequencing and exposure model that determined the optimal timing for in-water impact pile driving. Exposure modeling was based on conservative estimates of predicted noise levels and propagation. The analysis included weekly fish abundance and timing modeled by species and life-stage. Estimates were often problematic; especially for certain lower river fish populations and data inputs involved a considerable collaborative effort by experts from several agencies. A test pile study was implemented to obtain baseline data on pile installation noise levels, noise propagation, effectiveness of proposed noise attenuation, and constructability of proposed installation methods. The test pile study provided valuable information regarding the spatial extent of noise, as well as important installation timing and engineering information. The results of the study will be used to validate the conservative estimates of fish exposure and further refine estimates of impacts to listed fish species. The reality of multiple imperiled listed fish species led the project to revise design and construction approaches to avoid or minimizes impacts. Through extensive collaborative efforts internally and with resource agencies, an in-water impact pile driving work window was identified. The results of the modifications and collaboration were: 1) Avoidance of a jeopardy opinion, 2) A viable construction timeline, and 3) Receipt of a biological opinion in less than 7 months. Permitting success for other projects with unknown, but potentially high impacts, may hinge on a high level of intraproject and inter-agency collaboration. Modeling potential exposure and pre-project studies can be effective tools to advance collaboration by obtaining site specific information that can improve constructability assumptions and significantly improve regulatory approval uncertainties, timelines, and the need for overly conservative assumptions regarding potential impacts. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal migrations KW - Bridge construction KW - Columbia River KW - Endangered species KW - Environmental protection KW - Fishes KW - Noise KW - Pile driving UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-5.pdf UR - https://trid.trb.org/view/1347671 ER - TY - CONF AN - 01558532 AU - North Carolina State University, Raleigh TI - Proceedings of the 2011 International Conference on Ecology and Transportation (ICOET 2011) PY - 2012 SP - 1080p AB - The International Conference on Ecology and Transportation (ICOET) is the foremost multi-disciplinary, inter-agency supported conference addressing the broad range of ecological issues related to transportation systems. Experts in transportation development, related scientific study, policy issues, and administrative processes gather at ICOET to share the most current research information, quality applications, and best practices that can enhance both the project development process and the ecological sustainability of transportation systems. This year's theme was Sustainable Transportation. Presented papers were presented at thematically organized sessions. There were six Connectivity Sessions including: CNT-1 Strategic Approaches to Mitigation; CNT-2 Integrating Resilient Transportation Systems with Ecological Restoration; CNT-3 Habitat Connectivity: Measuring and Planning the Critical Links; CNT-4 Breaking Down Barriers: Project Level to International Scale; CNT-5 New Considerations for Habitat Connectivity; CNT-6 Sustaining Hydrologic Connections. Construction, Operations and Maintenance Sessions included: COM-1 Safety First: Reducing Wildlife-Vehicle Collisions; COM-2 Ecological Enhancement and Compliance in Construction, Operations and Maintenance; COM-3 Improving Stormwater Management through Better Analysis and Design; COM-4 Vegetation Management for Road and Rail Corridors; COM-5 Turn It Down! Noise Impacts; COM-6 Unwelcome Guests: Invasives and Pests. Crossings and Barriers Sessions included: CRB-1 Long-Term Perspectives on Ecology and Sustainable Transportation; CRB-2 Understanding Barrier Effects and Crossing Design; CRB-3 Planning and Design Considerations for Small Animals and Herptefauna; CRB-4 Planning and Designing Effective Crossings; CRB-5 Facilitated Session: New Methods, New Materials, New Thinking: Innovations of the ARC International Wildlife Crossing Infrastructure Design Competition; CRB-6 Road Effects on Biodiversity and Species. Sustainability Sessions included:SUS-1 Greening the Gray; SUS-2 Partnerships for Linkages; SUS-3 Using Context Sensitive Solutions to Deliver Sustainable Projects; SUS-4 Show Me the Money: Effective Mitigation and Costs of Impacts; SUS-5 Delivering Sustainable Infrastructure: Programs and Tools; SUS-6 Landscape Scale Planning for Transportation and Conservation. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Crashes KW - Ecology KW - Environmental impacts KW - Habitat (Ecology) KW - Pest control KW - Resilience (Materials) KW - Sustainable transportation KW - Transportation planning KW - Vegetation control KW - Wildlife UR - http://www.icoet.net/ICOET_2011/documents/proceedings/ICOET-2011-Conference-Proceedings.pdf UR - https://trid.trb.org/view/1345698 ER - TY - CONF AN - 01558527 AU - Bailey, Jim AU - West, Larry AU - North Carolina State University, Raleigh TI - Key Design Issues for Managing Infiltration of Stormwater PY - 2012 SP - pp 278-281 AB - More and more transportation projects must consider the need to evaluate infiltration of stormwater as not only a disposal method but an approach to aquifer recharge, mitigation of or enhancement to impacted wetlands, and managing increased stormwater runoff due to impervious surfaces. Infiltration technology is not a well-defined set of principles that are universally applicable to all sites. Most sites are not suitable for infiltration, for a wide range of reasons. The State of Washington Department of Ecology (Ecology) has developed one of the most comprehensive stormwater guidance documents in the country. Ecology with input from other stakeholders has invested considerable time and money, of necessity, to develop rational, scientific approaches to infiltration investigation, evaluation and design. The Western Washington Stormwater Management Manual (WWSWM) provides a consistent, defensible approach to conducting infiltration studies and evaluations. As design engineers on transportation projects, simply providing a client an infiltration rate exposes them to significant liability. Unless engineers and scientists have a comprehensive understanding of a project's infiltration objectives and constraints, they cannot adequately evaluate a site's suitability for infiltration and properly advise their clients. Understanding and properly applying infiltration technologies, includes a clear definition and consistent application of terms relating to infiltration concepts. Learning the difference between a short-term infiltration rate and a long-term infiltration rate and why that's important is central to performing infiltration evaluations. The conceptual infiltration model serves as the most important part of any infiltration evaluation and consists of a synthesis of the specific site subsurface geometry and the hydraulic parameters that govern the flow of infiltrating water and the horizontal flow of groundwater. By presenting some general do's and don'ts to think about when planning or conducting an infiltration test or evaluation this presentation will help engineering professionals provide sound advice to clients while minimizing liability in the uncertain world of stormwater infiltration system design. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Design engineering KW - Drainage KW - Environmental impacts KW - Infiltration KW - Pavement design KW - Planning and design KW - Washington (State) KW - Washington State Department of Ecology UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-3.pdf UR - https://trid.trb.org/view/1347663 ER - TY - CONF AN - 01558526 AU - Romano, Bernardino AU - Ciabò, Serena AU - Fabrizio, Mauro AU - North Carolina State University, Raleigh TI - Infrastructure Obstruction Profiling: A Method to Analyse Ecological Barriers Formed by Transport Infrastructure PY - 2012 SP - pp 110-120 AB - Environmental fragmentation and habitat reduction are among the most widespread factors that cause biodiversity loss. Transportation infrastructure is the principal element that determines and exacerbates such conditions. The infrastructure system is a barrier to movement for most non-flying terrestrial animals because of obstacles like guard rails, new-jerseys, walls, enclosures and vehicular traffic. Each obstacle creates a different degree of occlusion which acts on the various species in different ways. The present study proposes a methodological approach to compare the technical characteristics of roads with their impact on wildlife movement. The analytical procedure is called “Infrastructure Obstruction Profiling” (IOP). It is presented as a longitudinal diagram of the transportation infrastructure along which the degree of interference is expressed in consideration of the entity and the typology of obstacles that are present. The data obtained could support studies of environmental evaluations and inform mitigation measures to reduce habitat fragmentation. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Environmental impacts KW - Environmental protection KW - Habitat (Ecology) KW - Highways KW - Infrastructure UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CNT-4.pdf UR - https://trid.trb.org/view/1347414 ER - TY - CONF AN - 01558524 AU - Zielin, Sara B AU - de Rivera, Catherine E AU - Smith, Winston P AU - Jacobson, Sandra L AU - North Carolina State University, Raleigh TI - A Synopsis of the Case Study: Targeting Ecological Investigations to Prioritize Management for Reducing Vehicle-Caused Butterfly Mortality PY - 2012 SP - pp 105-109 AB - Roads that bisect habitat can decrease population size due to animal-vehicle collisions or interruption of key life history events. Along the Oregon coast, a highway divides primary breeding from nectaring habitat of the Oregon silverspot butterfly (Speyeria zerene hippolyta), a federally listed species. The authors could not directly evaluate the management options for reducing vehicle-caused deaths of silverspots; therefore, to prioritize management, they studied relevant ecology. They sampled behavior in road and surrounding meadow plots and sampled flowers along the verge. Silverspots did not prefer the road for basking or flying, suggesting management to increase wind or shading in the road should not be considered further. They crossed the road where the verge had more flowering plants, and most crossings were concentrated in specific areas. Hence, the authors recommend vegetation management and barriers that increase flight height. Reduction of traffic speed when road temperature is just over the threshold temperature correlated with flight, also may reduce butterfly-vehicle collisions. This approach of gathering targeted ecological information was effective for prioritizing management options and should be useful across taxa and habitats. Such effective, quick, and inexpensive approaches are needed to identify how to respond to road impacts, especially given greater urbanization and climate change. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Case studies KW - Ecology KW - Environmental policy KW - Environmental protection KW - Highways KW - Insects KW - Oregon UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CNT-4.pdf UR - https://trid.trb.org/view/1347413 ER - TY - CONF AN - 01558521 AU - Huijser, Marcel P AU - Allen, Tiffany D H AU - Blank, Matt AU - Greenwood, Mark C AU - Wang, Shaowei AU - Hayden, Larry AU - Haas, Chris AU - Sharafsaleh, Mohammad (Ashkan) AU - North Carolina State University, Raleigh TI - The Reliability of Two New Animal Detection Systems and Recommended Requirements for System Reliability PY - 2012 SP - pp 218-226 AB - Animal–vehicle collisions affect human safety, property, and wildlife, and the number of animal–vehicle collisions has increased in many regions across North America. Animal detection systems can help reduce the number of wildlife– vehicle collisions and allow for safe crossing opportunities for wildlife. These systems detect large animals when they approach the road and once a large animal has been detected, warning signs are activated. Drivers can then respond by becoming more alert, reducing the speed of their vehicle, or both. For animal detection systems to be effective in reducing collisions, reliable systems are essential. For a previous project the authors investigated the reliability of nine systems from five manufacturers. The current study reports on the reliability of two new systems: 1. a buried cable that detects changes in an electromagnetic field when large animals walk over the cable and 2. a third generation break-the-beam system that uses microwave radio signals. The systems were investigated for their reliability in a controlled access test facility near Lewistown, Montana. The two new systems were also installed along real roadsides; the buried cable system was installed along Hwy 160 near Durango, Colorado, and the microwave radio signal break-the-beam system was installed along Hwy 3 near Fort Jones, California. At the test facility near Lewistown, Montana, the authors used horses, llamas, and sheep as a model for wild ungulates. The animals roamed in an enclosure and data loggers recorded the date and time of each detection for both systems. Animal movements were also recorded by six infrared cameras with a date and time stamp. By analyzing the images and the detection data in different seasons, researchers were able to investigate the reliability for each system. The percentage of false positives (i.e., a detection is reported by a system but there is no large animal present in the detection zone) was relatively low for both systems (≤0.5%). However the percentage of false negatives (i.e., an animal is present in the detection zone but a system failed to detect it) differed substantially (1.9–16.8%). The percentage of intrusions (i.e., animal intrusions in the detection area) that were detected also varied substantially (88.6-99.5%). The results suggest that one of the two detection systems was quite reliable in detecting large mammals with few false positives and false negatives, whereas the other system had relatively many false negatives, mostly because of downtime. When the authors compared the reliability data to the recommended performance requirements that were obtained through interviews with three stakeholder groups they found that one of the two systems tested met the recommended requirements, while the other did not. Based on the results, they know that some systems are quite reliable and may be considered for implementation along a roadside where they can be investigated for their effectiveness in reducing collisions with large wild mammals. However, experiences with installation, operation and maintenance suggest that the robustness of animal detection systems may have to be improved before the systems can be deployed on a large scale. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animals KW - Crashes KW - Detection and identification systems KW - Durango (Colorado) KW - Fort Jones (California) KW - Habitat (Ecology) KW - Montana KW - Reliability KW - Testing KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-1.pdf UR - https://trid.trb.org/view/1347634 ER - TY - CONF AN - 01558514 AU - Cramer, Patricia AU - Kintsch, Julia AU - Jacobson, Sandra AU - North Carolina State University, Raleigh TI - Maintaining Wildlife Connectivity across Roads through Tested Wildlife Crossing Designs PY - 2012 SP - pp 448-460 AB - A permeable road network that allows all types of wildlife to move across the roaded landscape is based on the science of animal behavior and physiology; specifically, how animals respond when they encounter roads and potential crossing structures. This synthesis takes an individual species and taxonomic approach to crossing structures and modifications of existing infrastructure that are proven to pass wildlife. Although designing crossings for ecosystem function rather than individual target species are far more important, this paper can help readers understand the designs that are confirmed to work for different species groups and, in turn, how those design aspects may be combined to help pass a variety of wildlife and ecosystem processes such as the flow of water. The authors present two classification systems to achieve this: Species Movement Guilds, which organize wildlife into classes based on similar sizes and reactions to culverts and bridges; and Structure Functional Classes, which classify culverts, bridges and large span viaducts based on size and how different species respond to them. Tested wildlife crossings designs for the eight different Species Movement Guilds are presented. Low mobility fauna such as frogs and ground insects prefer passages that mimic ambient conditions. Crossings for them must provide specific habitat consistent with the outside environment. Moderate mobility small fauna are small to medium sized mammals and reptiles. These animals typically need some hiding cover and may use all kinds of wildlife crossings. Adaptive high mobility fauna are the medium sized carnivores that can use closed spaces such as culverts. They will also pass under bridges and use overpasses. High openness high mobility carnivores are the grizzly bear, mountain lion, and wolf. They prefer good visibility and typically need larger sized structures such as large bridge underpasses and wildlife overpasses. Adaptive ungulates such as deer, moose, and mountain goat prefer good visibility in a crossing and need a certain degree of openness. They will tolerate culverts up to 120 feet (36 m) long; longer culverts will have a higher rate of repellence. Very high openness fauna are the more wary ungulates such as elk, pronghorn, and bighorn sheep. These species are very wary of being enclosed and, for the majority of populations will not use culverts, instead requiring medium to large underpasses, extensive bridge, or overpasses. Typical Arboreal fauna are flying squirrels. They move through canopies and need canopy-level structures such as a rope bridge or towers that allow them to jump from perch to perch over a road. Aerial fauna are birds and insects that need to be directed to fly over the flow of vehicles. Vegetation improvements and diversion structures may be used to keep these animals up and over the roadway. This paper helps to elucidate the characteristics of new structures or the changes needed to retrofit structures that make them more functional for the movement of species from all of these guilds. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal migrations KW - Design KW - Habitat (Ecology) KW - Highways KW - Networks KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CRB-1.pdf UR - https://trid.trb.org/view/1347678 ER - TY - CONF AN - 01558511 AU - Cocchiglia, L AU - Kelly-Quinn, M AU - Purcell, P AU - North Carolina State University, Raleigh TI - Real-Time Data Acquisition for the Monitoring of River Water Quality during Motorway Construction in Ireland PY - 2012 SP - pp 168-177 AB - The construction of road scheme river crossings can significantly impact aquatic ecosystems containing protected species, particularly those that are sensitive to the input of sediment. The potential of motorway construction activity to impact freshwater ecosystems has been well documented. The proposed paper will describe a pilot-scale water quality data acquisition system that was developed specifically to provide real-time water quality data during the construction of the recently opened M3 motorway that traverses a Special Area of Conservation (SAC) in Ireland. A water quality monitoring station was established that enabled the following water quality parameters to be monitored in real-time: Temperature, Turbidity, pH, Dissolved Oxygen. The water quality sensors were powered by a solar panel and the data recorded was instantaneously transmitted via a mobile phone link to a dedicated web site. The primary concern in this instance was the input of excessive sediment. Relationships were established for the rivers in question to enable the on-line turbidity measurements to be converted to SS concentrations. Alarms could also be set on the data acquisition system to signal that a parameter has exceeded water quality limits. River water quality was recorded continuously at 10-minute intervals both during road construction and for a significant period of time post construction. Data recorded during the motorway construction indicated that the dry-weather SS concentrations were well-within permissible limits. However, during storm events, SS concentrations were dramatically elevated on the rising limit of the flood hydrograph due to sediment transport from earthworks activities associated with the motorway construction. A significant decrease in SS concentrations was recorded for both dry and wet weather flows following re-vegetation of the top-soiled surfaces adjacent to the watercourses traversed by the motorway. This pilot study demonstrates how cost-effective, state-of-the-art technology can be deployed to continuously monitor in real-time water quality impacts of motorway construction through ecologically sensitive watercourses. Traditional grab sampling is unlikely to provide data at sufficient frequency in water bodies with marked temporal variability. The monitoring protocols developed in this pilot-scale study have already been incorporated into the proposed environmental management of other motorway construction schemes in Ireland, for example, the Environmental Impact Study for the M20 motorway which will cross over rivers containing the endangered pearl mussel, an aquatic species which is highly sensitive to SS. A real-time monitoring system will enable any potential elevation in solids levels due to construction activities to be rapidly detected and corrective action to be taken in a timely fashion to prevent any detrimental effects on the pearl mussel. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Ecosystems KW - Environmental impacts KW - Environmental protection KW - Ireland KW - Monitoring KW - Real time data processing KW - Rivers KW - Road construction KW - Water quality UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CNT-6.pdf UR - https://trid.trb.org/view/1347447 ER - TY - CONF AN - 01558510 AU - Richards, Shelley D AU - Gard, Hal AU - North Carolina State University, Raleigh TI - Environmental Performance Standards (EPS): Cost and Time Savings by Teaming with Regulatory Agencies and Utilization of EPS after the OTIA III Program PY - 2012 SP - pp 475-483 AB - The OTIA III State Bridge Delivery Program is part of the Oregon Department of Transportation's (ODOT) 10-year, $3 billion Oregon Transportation Investment Act program. OTIA funds were utilized to repair or replace hundreds of bridges, pave and maintain city and county roads, improve and expand interchanges, add new capacity to Oregon's highway system, and remove freight bottlenecks statewide. About 17 family-wage jobs are sustained for every $1 million spent on transportation construction in Oregon. Each year during the OTIA program, construction projects will sustain about 5,000 family-wage jobs. Oregon Bridge Delivery Partners (OBDP) is a private-sector firm that has contracted with the Oregon Department of Transportation to manage the $1.3 billion state bridge program. OBDP, a joint venture formed by HDR Engineering Inc. and Fluor Enterprises Inc., will ensure quality projects at least cost and manage engineering, environmental, financial, safety, and other aspects of the state bridge program. The environmental framework developed for the OTIA III State Bridge Delivery Program is founded on a series of Environmental Performance Standards (EPS). These EPS outline pre-approved processes for avoidance, minimization, and mitigation measures. Regulatory concurrence was received during the development of the EPS rather than during the design of the project. Seven years into the OTIA III program, all projects have been designed and permitted and construction is fully underway with 62 bridges (out of 365) left to finish construction. Innovative and creative use of technology has been a keystone for these accomplishments. Environmental professionals input the relevant environmental data for a project in a comprehensive, on-line Pre-Construction Assessment (PCA). The data was used to identify project challenges (e.g., archaeological sites or wetlands within the project footprint) and compile electronic reports to the regulatory agencies that are provided each year to show how the required metrics are being met. Environmental metrics, such as exempted T&E species “take” and wetland fill quantities are tracked using the GIS database. One framework meets the needs of many stakeholders. Now with almost seven years of execution, the authors have some great successes and lessons learned to share. They have continued to adapt and develop tools to be successful – as well as shift their operating structure. The focus of this presentation will be on how well the metrics were met using the EPS, gauge the program success and look at how the EPS are being updated for use in the future on other programs. Now what: The future of EPS: This early environmental target identification allows the project to be designed with low risk to costly redesign. This has been successfully implemented on multiple projects in Oregon and is now being utilized on other programs across the country including work on the Jobs in Transportation Act (JTA). U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Cooperation KW - Environmental protection KW - Oregon KW - Oregon Department of Transportation KW - Regulation KW - Savings KW - Standards UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CRB-1.pdf UR - https://trid.trb.org/view/1347680 ER - TY - CONF AN - 01558509 AU - Huber, Patrick R AU - Thorne, James H AU - Williams, Andrea AU - Loeffler, Rebecca AU - McCoy, Michael C AU - Erickson, Gregg AU - Roth, Nathaniel E AU - Holguin, Andrew J AU - Boynton, Ryan M AU - Le, Ngoc-Thuy AU - North Carolina State University, Raleigh TI - A Statewide Caltrans Mitigation Needs Assessment in Support of the Statewide Advance Mitigation Initiative (SAMI) PY - 2012 SP - pp 28-42 AB - Transportation networks can be a major source of impacts to biodiversity. Often, mitigation is required to offset these impacts. An approach to offsite mitigation for transportation projects that is both regional and advance in nature has been shown to provide both ecological and economic benefits. One of the required components of a mitigation needs assessment for this type of approach is an analysis of anticipated impacts and the mitigation actions required to offset these potential impacts. In the state of California, a statewide effort is underway to enable this type of approach to mitigation for infrastructure projects. The authors present here a preliminary GIS (Geographic Information Systems)-based statewide assessment of mitigation needs and potential costs for planned Caltrans (California Department of Transportation) transportation projects over the coming decade. Using Caltrans data, they calculated the “footprints” for 620 future transportation projects. They then estimated the habitat of terrestrial and aquatic regulatory species and ecosystems using a statewide biological dataset. They overlaid these datasets to calculate potential impacts to natural resources that will require mitigation. The authors contacted agency personnel associated with the ongoing statewide mitigation project to derive typical mitigation ratios required on a per resource basis. These were applied to the impacts assessments to calculate the total estimated mitigation needs associated with the planned transportation projects. These needs were summed across counties, Caltrans districts, and Metropolitan Planning Organizations. Costs were derived from county-specific parcel datasets. Median per-acre land costs were calculated for each of California’s 54 counties. These costs were then applied to the estimated mitigation needs to calculate potential land purchase costs for the off-site mitigation actions. Finally, stream crossing, endowment, and restoration costs were applied to the estimated mitigation needs and added to the acquisition costs to arrive at total projected mitigation costs. The authors estimated that 15,466 acres of land will be needed over the coming decade for fulfillment of mitigation requirements. In addition, there are expected to be 471 locations of stream crossings that will require mitigation for aquatic impacts. Total estimated mitigation needs will require approximately $560 million statewide. Results from this analysis are useful for several reasons. First, they provide an economic basis for future funding for regional advance mitigation in California. Second, they can help identify what are likely to be the most pressing mitigation issues in any given region around the state. Finally, they can help identify locations for new regional mitigation projects by identifying those areas with the greatest potential impacts and associated costs. The authors believe that this analysis provides a key step in the ongoing statewide effort to create better framework for advance mitigation planning in California. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Biodiversity KW - California KW - California Department of Transportation KW - Costs KW - Environmental impacts KW - Environmental protection KW - Evaluation and assessment KW - Financing KW - Geographic information systems KW - Metropolitan planning organizations KW - Transportation planning UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CNT-1.pdf UR - https://trid.trb.org/view/1347267 ER - TY - CONF AN - 01558506 AU - Carey, Marion AU - Haffie, Angie AU - North Carolina State University, Raleigh TI - Analyzing Stormwater Impacts Created by Indirect Effects of Transportation Projects PY - 2012 SP - pp 271-277 AB - Two of the most complicated Endangered Species Act (ESA) consultation issues in Washington State are stormwater and indirect effects analyses. Stormwater flows and pollutants from highways have been identified as having a potentially significant effect to listed fish species. Indirect effect analyses are challenging because it can be difficult to determine if a project results in induced growth, and hence adds to the stormwater effects of a project. To address these topics a team of managers and technical staff from the Washington State Department of Transportation, Federal Highway Administration, US Fish and Wildlife Service, and National Oceanic Atmospheric Administration Fisheries, and a consultant with expertise in stormwater (here after referred to as the team) worked together to develop methods to conduct stormwater effects assessments and indirect effects analyses for inclusion in Biological Assessments. The development and application of these methods will be discussed. The first method that was developed was the indirect effects analysis method. The most difficult task in an indirect effects analysis is determining if the project results in induced growth, and if so, identifying the area that is likely to be affected. This is accomplished through a ten step method. The method involves identifying if the project will create a new facility, improve the level of service of an existing facility or have a causal relationship to a land use change. In these cases, the project must reevaluate its action area, determine the area associated with the induced growth and evaluate the potential effects from the induced growth including the effect of stormwater runoff on listed species. While the team had previously developed a method to analyze the effects of stormwater pollutants on listed fish from highway projects, it was not suitable for use in determining the effects of stormwater runoff from induced growth. Most induced growth is residential, commercial or industrial development, and the stormwater runoff constitutions and pollutant levels from these land use types are different than what is found in highway runoff. To develop the indirect effects stormwater analysis method, the team started with an evaluation of existing stormwater analysis methodology used in ESA consultations for induced growth. That evaluation only turned up one project that had completed an analytical stormwater analysis and it followed a simple wash-off method that used limited stormwater monitoring data. No other methods were identified. Based on that analysis, the team decided to utilize the wash-off method incorporated with the latest available stormwater monitoring data from four land use categories (forest, agriculture, low- medium density development, and high density development). This method allows a comparison between the pre and post annual loads of total suspended solids, total copper, and total zinc and provides a range of values rather than a single average value. The model is simple to use and allows the biologist to predict the effects of the project on fish habitat. ESA consultations in Washington State have benefited greatly from the development of agreed up analysis methods to address complicated consultation issues including indirect effects and stormwater. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Drainage KW - Endangered species KW - Endangered Species Act KW - Environmental impacts KW - Environmental protection KW - Fishes KW - Partnerships KW - Pollutants KW - U.S. Federal Highway Administration KW - U.S. Fish and Wildlife Service KW - U.S. National Oceanic and Atmospheric Administration KW - Washington (State) KW - Washington State Department of Transportation UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-3.pdf UR - https://trid.trb.org/view/1347662 ER - TY - CONF AN - 01558504 AU - McAllister, Kelly AU - Carey, Marion AU - North Carolina State University, Raleigh TI - Integrating Habitat Connectivity in WSDOT Practices PY - 2012 SP - pp 87-93 AB - The Washington Department of Transportation (WSDOT) takes a multi-pronged approach to integrating habitat connectivity principles into agency practices. This approach involves elements of policy, research, planning, best practices development and budget preparations. WSDOT has the policy framework needed to support work to improve highway conditions for wildlife, including an Executive Order and its Highway Systems Plan. Databases documenting wildlife carcass removals and wildlife-vehicle collision reports have been an agency commitment for decades. These databases allow identification of specific problems areas and investigation of highway features most closely correlated with high collision rates. WSDOT’s traditional and continual funding of wildlife-highway interactions research provides a strong basis for designing and locating wildlife-related highway improvements. Steps toward more wildlife friendly highways are being made with wider underpasses as fish barriers are corrected and through an environmental retrofit program that fixes environmental problems independent of other highway improvement needs. WSDOT has recently taken steps to better define its approach to deciding where to invest in wildlife-friendly infrastructure, taking into account collision data, wildlife habitat modeling results, land ownership, and highway and traffic characteristics. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Crashes KW - Environmental protection KW - Habitat (Ecology) KW - Highways KW - Improvements KW - Policy KW - Washington State Department of Transportation KW - Wildlife UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CNT-3.pdf UR - https://trid.trb.org/view/1347275 ER - TY - CONF AN - 01558502 AU - Gumb, Dana AU - Sayre, Brian A AU - Miquel, Orlando AU - North Carolina State University, Raleigh TI - Jamaica Bay Watershed, Queens, New York Infrastructure Improvement Project PY - 2012 SP - pp 282-293 AB - The NYC Department of Environmental Protection (NYCDEP), NYC Economic Development Corporation (NYCEDC), and the NYC Department of Transportation (NYCDOT) are collaborating to develop a solution for the chronic flooding and poor roadway conditions in the Springfield Gardens section of southeastern Queens in New York City. The project includes reconstruction of 2.5 miles of roadway, sanitary and storm sewer improvements constructed in tandem with Best Management Practices (BMP) drainage improvements in Springfield and Idlewild Parks. Idlewild Park contains one of the last remaining salt marshes in Queens. The authors developed a design that will naturally convey and treat stormwater by improving degraded ecological conditions in Springfield Lake and Idlewild Park, while improving the flow of neighborhood and local traffic along Springfield Boulevard and surrounding streets. Springfield Lake flows directly into Jamaica Bay through Thurston Basin along the wetland stormwater conveyance system. The project includes dredging sediments/organic debris from the lake, which will deepen the lake and reduce algal blooms. BMPs will be created and adjacent natural areas will be restored, thus removing a portion of urban stormwater runoff contaminants that currently flow into Jamaica Bay from the Springfield Gardens area. Three primary BMPs are designed to reduce peak flows, provide stormwater flood control, improve water quality and restore natural areas by replacing invasive plants with native vegetation. In addition, the project features the use of porous concrete pavement and structural soils to reduce urban stormwater runoff and encourage the growth of street trees in the transportation right-of-way. A BMP Maintenance Plan will be implemented post-construction, whereby the NYCDEP will remove debris, clean out accumulated sediment and manage vegetation. In addition to the primary goals of reducing flooding and improving traffic flow, while restoring the lake and stream, this project will provide enhanced wildlife habitat and aesthetics for the surrounding urban community. This project looks at transportation engineering and ecological improvements together to yield far-reaching quality of life benefits. The project is a key component of PlaNYC, a 127-point plan designed to create the first environmentally sustainable 21st century city. The long-term plan focuses on every facet of New York’s physical environment – its transportation network, housing stock, land and park system, energy and water infrastructure, and water and air quality, with the goal of a 30% reduction in global warming emissions by 2030. PlaNYC’s Interagency BMP Task Force, comprised of over 14 city agencies and coordinated by the Mayor’s Office of Long Term Planning and Sustainability, is a vital component in implementing the plan. New York City may be one of the most challenging forums on the planet to advance a project of this nature. A long roster of stakeholders, many functioning under difficult bureaucratic frameworks, is required to review and accept these improvements. With the vision of the NYCDEP and PlaNYC behind it, this Infrastructure Improvement Project will leverage ecological restoration to improve traffic, relieve flooding, and enhance open space—a remarkable precedentsetting accomplishment. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Drainage KW - Environmental protection KW - Floods KW - Highways KW - Improvements KW - Infrastructure KW - New York City Department of Environmental Protection KW - New York City Department of Transportation KW - Parks KW - Queens County (New York) KW - Watersheds UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-3.pdf UR - https://trid.trb.org/view/1347664 ER - TY - CONF AN - 01558496 AU - Leete, Peter AU - Alcott, Jason AU - North Carolina State University, Raleigh TI - Buckshot versus the Silver Bullet, A Regulatory Perspective: Utilizing Low Cost Wildlife Friendly Designs Everywhere vs. Constructing a Few Expensive Crossings PY - 2012 SP - pp 485-489 AB - The Minnesota Department of Transportation (MnDOT) and the Minnesota Department of Natural Resources (DNR) has been working within agreements set forth in an interagency Memorandum of Understanding (MOU) for each department to provide thorough knowledge of the other's programs and projects in order to evaluate possible impacts and identify opportunities for collaboration. This has resulted in an increase in environmental compliance, increased consistency, and reduced delay of project timelines. One unforeseen product of these agreements has been the development of a ‘Best Practices’ guidance manual for meeting state environmental regulations. This manual is an incentive based guidance document and is being utilized as a comprehensive communication tool and implementation guide for the designer, construction manager, and contractor. www.dnr.state.mn.us/waters/watermgmt_section/pwpermits/gp_2004_0001_manual.html This manual has typical procedures and examples of how to address various issues relating to natural resource regulations. While much of these ‘Best Practices’ provide guidance on meeting permit provisions, other portions offer illustrations of recommended construction practices and also provide typical designs that can mitigate construction impacts to ecological resources in the project area. These include simple engineered design modifications to allow for riparian continuity at roads, as well as curb and storm drain design to reduce animal mortality on curbed roads, selection of native vegetation for roadsides, invasive species control, and hydrologic improvements. Many are now typical designs that are being applied to the road infrastructure in non-regulatory situations, substantiating that this manual has a set of design combinations and incentives that benefit the interests of both transportation and environmental agencies. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Best practices KW - Compliance KW - Costs KW - Environmental protection KW - Minnesota KW - Minnesota Department of Transportation KW - Regulation KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CRB-2.pdf UR - https://trid.trb.org/view/1347681 ER - TY - CONF AN - 01558495 AU - Foglar, Marek AU - North Carolina State University, Raleigh TI - Influence of Bridge Structural Arrangement on the Noise Induced by Traffic and its Effect on the Use of the Migration Route by Wildlife PY - 2012 SP - pp 341-349 AB - At present, specialized structures for mitigation of habitat fragmentation caused by transport infrastructure are built on motorways in Europe on regular basis. These structures, ecological bridges, are built on locations, where the permeability of the new capacitive transport route (mainly motorway) for migration of wildlife cannot be achieved by underbridges which are built where the motorway (railway, etc.) crosses valleys, creeks, rivers or rural roads. During the past years, several sections of newly built motorways in the Czech Republic were monitored before construction, during it and after the opening. Special emphasis was put on the effect of the structural arrangement of the bridge on the usage of the migration corridor by wildlife. The effect of landscaping was studied on one hand, on the other one, the structural arrangement was noted. During inspections, the noise induced by traffic was noted. Under the bridges, the noise is produced mainly by wheels of heavy vehicles crossing the expansion joint. This noise is sharp and quite irritating even for human ears, which are much less sensitive than ears of wild animals. According to the gathered data an original program of noise measurements was developed for quantifying the effect of noise induced by traffic on the usage of underbridges for migration of wildlife. The program covered 8 bridges along the D47 and R35 motorways in the Czech Republic and will be widened this spring. At every structure, noise was measured approximately 50m from the bridge on the ideal axis of migration and under the bridge in the ideal axis of migration; simultaneously the noise was recorded in the span adjacent to the expansion joint, where the effect of traffic was the strongest. The equivalent noise levels under the bridge were recorded and compared to the equivalent noise level 50m from the bridge, the effect of noise barriers was noted, together with the effect of landscaping close in the surroundings of the structure. The peak noise levels under the bridge were recorded and put connection to the arrangement of the expansion joints and bearings thus providing a multi-criteria approach to the issue. The measurements provided very useful data, which helps to understand the influence of bridge structural arrangement, mainly bearings and expansion joints, and location of the bridge in the countryside on the noise induced by traffic. The peak noise levels reached up to 110 dB under selected bridges, the equivalent noise levels reached approximately 60-65dB. The effect of noise will be incorporated into the new methodology for calculation of the migration potential of bridges in the following research. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal migrations KW - Bridges KW - Czech Republic KW - Habitat (Ecology) KW - Infrastructure KW - Road construction KW - Structural design KW - Traffic noise UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-5.pdf UR - https://trid.trb.org/view/1347669 ER - TY - CONF AN - 01558479 AU - Bloch, Philip AU - Novak, Grant AU - North Carolina State University, Raleigh TI - Managing Invasive Species Risks for Bridge Pontoons Stored in Estuaries PY - 2012 SP - pp 400-410 AB - WSDOT (Washington State Department of Transportation) has developed and maintains several floating bridges. These floating bridges resemble vessels and require long lead times and specialized construction techniques for pontoon construction. In 2007, WSDOT identified the need to develop pontoons in preparation for potential catastrophic failure of the SR 520 Bridge that spans Lake Washington between Seattle and its eastern suburbs. This planning and construction effort will result in the development of 33 pontoons, enough to replace nearly 1.5 miles of 4-lane bridge supported by pontoons. While concurrent planning efforts are preparing to replace the bridge, there is projected to be a potential gap between the date when pontoons are built and when they are needed to support construction of the new bridge. This temporal gap may necessitate inwater storage of pontoons. The pontoons are being built in a casting basin approximately 250 nautical miles from their ultimate destination, and storage is planned to occur in the Grays Harbor estuary near the fabrication site. Before pontoons can be deployed in the freshwater Lake Washington, it is assumed they will be outfitted with bridge superstructure at a marine pier in Puget Sound. Hull fouling is expected to occur during moorage in Grays Harbor. Several species of non-indigenous species are known or suspected to occur in Grays Harbor that have not yet been detected in Puget Sound, creating a risk that nonindigenous species could be transported to Puget Sound as a component of the hull fouling community that develops on pontoons. Species of concern include colonial tunicates and European green crab. Pontoons for the Hood Canal floating bridge were stored in Port Gamble Bay for approximately twenty years before they were outfitted with bridge superstructure and incorporated into partial replacement of that bridge. Scuba investigations of those pontoons in 2009 suggested that substantial and diverse hull fouling communities can develop on pontoons that are not substantially diminished by pontoon transport. To address concerns about hull fouling communities and the potential risk of transporting non-indigenous species between Grays Harbor estuary and Puget Sound, WSDOT developed a two-pronged strategy for managing invasive species risk. WSDOT would either limit moorage to brief durations so hull fouling communities are limited and represent a low risk for harboring non-indigenous species, or pontoons that developed hull fouling communities would be cleaned using underwater equipment to scrape the hull. To help inform these strategies WSDOT deployed a field investigation to assess the rate of development of hull fouling communities on pontoons. Four concrete plates were deployed in Grays Harbor in the vicinity of the future pontoon moorage site in October 2010. These plates were deployed at two depths representing the near waterline and near bottom depths of the pontoons during moorage. Concrete plates are retrieved and inspected every 3 months to assess the settlement and establishment of organisms on the substrate. Results of this field assessment are then used to identify moorage durations that may require hull cleaning prior to transport to Puget Sound to limit the risk of transporting non-indigenous species. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Bridge construction KW - Environmental impacts KW - Estuaries KW - Hulls KW - Pest control KW - Pontoon bridges KW - Puget Sound Region KW - Substrates (Waterways) UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-6.pdf UR - https://trid.trb.org/view/1347674 ER - TY - CONF AN - 01558478 AU - Green, Ashley D AU - Cramer, Patricia C AU - Sakaguchi, Douglas K AU - Merrill, Nathan H AU - North Carolina State University, Raleigh TI - Using Wildlife-Vehicle Collision Data to Plan and Implement Transportation Mitigation: Case Studies from Utah PY - 2012 SP - pp 179-191 AB - Determining all the impacts that roads and highways have on the natural environment can be difficult. Specific effects to wildlife are numerous and include habitat fragmentation, disruption of daily and seasonal movements, and direct mortality from collisions with vehicles. Over the past two decades, Utah’s human population has nearly doubled, and this has been accompanied by a sharp increase in the number of transportation projects statewide. During this same time period, the number of wildlife-vehicle collisions (WVCs) has also increased. In recent years, transportation and wildlife officials have partnered to try to determine the magnitude of the WVC problem associated with Utah’s increasing road system. Using carcass pickup data collected by Utah Division of Wildlife Resources (UDWR) personnel and contractors for the Utah Department of Transportation (UDOT), UDWR and UDOT have been better able to identify the number of WVCs occurring along major transportation routes, and use this information to “fine-tune” high kill zones or critical “hotspots” that have been identified within these reaches. Since 2005, WVC data collected by DOT contractors and wildlife agency employees has been entered into a statewide roadkill database. This data can then be analyzed by individual routes or specific stretches deemed important by transportation and wildlife officials. Focus has been on the total number of WVCs by route, the number of WVCs by milepost, and the identification of critical high kill stretches. These “hotspots” denote zones where wildlife are trying but are unsuccessful at crossing over the roadway. U.S. Highway 6 and Interstate 70 are two of Utah’s most heavily traveled roadways transecting critical wildlife ranges. WVC data for these routes was analyzed to determine high impact reaches where potential opportunities for wildlife mitigation existed. The data, in concert with field visits and previous efforts to identify hotspots, were then used to identify and recommend a variety of wildlife mitigation features including wildlife crossings and exclusionary fencing. Since 2006, several bridged and culvert wildlife underpasses have been constructed on U.S. 6, designed primarily for mule deer and elk passage. An additional bridged underpass is planned for 2013. On I-70, WVC data was a decisive component in the construction of paired bridged underpasses intended to connect a historical seasonal migration route for big game that had been interrupted by the construction of the interstate. This was a stand-alone wildlife mitigation retrofit project, one of the few ever done in the state. Preliminary results of wildlife use of specific mitigation projects will be presented. WVC data can be a valuable tool for transportation and wildlife officials in determining impacts to wildlife populations, and in helping identify the location, type, and frequency of mitigation actions needed along specific roadways. Utah’s ongoing effort to collect this data will continue to play an integral role in developing and implementing safer and more ecologically friendly transportation projects into the future. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Case studies KW - Crashes KW - Environmental impacts KW - Environmental protection KW - Habitat (Ecology) KW - Highways KW - Interstate 70 KW - Utah KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-1.pdf UR - https://trid.trb.org/view/1347448 ER - TY - CONF AN - 01558470 AU - Schanz, Robert W AU - Ehinger, William AU - North Carolina State University, Raleigh TI - Maintaining Hydrologic Connectivity across I-90 East of Snoqualmie Pass PY - 2012 SP - pp 157-167 AB - Improving ecological connectivity is a primary goal of the Washington State Department of Transportation (WSDOT) I-90 Snoqualmie Pass East Project. The I-90 Project is located in a section of the Central Cascade range that contains many delicate ecosystems, and bisects key north-south migration corridors for wildlife. The project therefore includes many ecological connectivity objectives, including improving hydrologic connectivity - the natural flow paths that transmit water, sediment, and nutrients through watersheds, aquifers, and streams. To meet the project’s hydrological connectivity objectives, WSDOT and the U.S. Forest Service (USFS) have been conducting research for the past five years to develop innovative stream crossing, subsurface drainage, and roadfill designs. WSDOT and the USFS began their research by mapping Hydrologic Connectivity Zones (HCZs) where the highway corridor intersects wetlands, seepage zones, stream corridors, alluvial fans, and other important hydrologic features. WSDOT and USFS then installed a network of monitoring wells on each side of the highway to characterize subsurface conditions and flow paths near each HCZ. The research team analyzed two years of data at each site in combination with rainfall, snow depth, and temperature data to characterize seasonal behavior and potential impacts of the highway on natural flow paths. Much of the highway corridor runs along the bases of hillslopes where streams and seepage zones emerge to feed wetlands and aquifers on terraces that line the margin of the Yakima River Valley. Observed data show that fall storms and spring snowmelt are critical periods for groundwater recharge and flow. Groundwater levels are lowest during the late summer, and in mid-winter when soils and seepage zones freeze. The highway cuts into slopes and intercepts seepage that is currently diverted into ditches and culverts. At these locations the research team determined that WSDOT could maintain hydrologic connectivity by redirecting seepage flow into subsurface drains or permeable fill that would allow water to flow through the roadbed and disperse on downslope terraces. In other locations the highway crosses wetlands where connectivity of both subsurface and surface flow is important. The team found that WSDOT could use bridges or multiple oversized drainage culverts at these locations to provide both hydrologic connectivity and wildlife passage. At stream crossings the project will use bridges and larger culverts to provide fish passage and accommodate floodplain processes such as channel migration. WSDOT and USFS’ hydrological research and studies in the project area have provided the I-90 Project team with a baseline understanding of flow paths at each HCZ. This data enabled the project engineering team to overcome challenges in the design of the funded Phase 1 of the project. These include constructing a major interstate on areas of porous roadbed, solving maintenance concerns for subsurface drainage systems, and resolving the interaction between hydrologic connectivity measures and stormwater treatment systems. Engineers have also used this data to advance preliminary designs for HCZs in the unfunded Phase 2 portion of the project. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal migrations KW - Environmental protection KW - Habitat (Ecology) KW - Highway corridors KW - Hydrology KW - Interstate 90 KW - Partnerships KW - U.S. Forest Service KW - Washington (State) KW - Washington State Department of Transportation KW - Weather conditions UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CNT-6.pdf UR - https://trid.trb.org/view/1347446 ER - TY - CONF AN - 01558469 AU - Jackson, Scott D AU - Compton, Bradley W AU - McGarigal, Kevin AU - North Carolina State University, Raleigh TI - Critical Linkages: Assessing Connectivity Restoration Potential for Culvert Replacement, Dam Removal and Construction of Wildlife Passage Structures in Massachusetts PY - 2012 SP - pp 143-156 AB - The University of Massachusetts Amherst, working in partnership with The Nature Conservancy and state agencies, has integrated data related to landscape connectivity and human development and completed a comprehensive analysis of areas in Massachusetts where connections must be restored to support biodiversity and minimize vehicle-wildlife collisions. The Critical Linkages project has been developing spatially explicit tools, including maps and scenario-testing software, to mitigate impacts of roads on the environment and help inform the design of new roads. The project built on the existing Conservation Assessment and Prioritization System (CAPS), a computer model developed by UMass that incorporates biophysical and anthropogenic data to develop an index of ecological integrity. Within the framework of CAPS the connectedness and aquatic connectedness metrics were used to model various scenarios and quantify the differences among them. Using this approach the authors conducted a comprehensive statewide assessment of restoration potential for 1) dam removals, 2) culvert replacements and 3) construction of wildlife passage structures on roads and highways. A baseline assessment of connectedness and aquatic connectedness provided a statewide base scenario for comparison of restoration options. Scenario-testing software was developed to efficiently assess restoration potential for large numbers of possible restoration projects and then applied statewide to identify road segments, road-stream crossings and dams that currently obstruct aquatic and terrestrial wildlife movement and that offer the greatest opportunity for restoration of landscape connectivity in Massachusetts. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Construction KW - Culverts KW - Dams KW - Environmental protection KW - Habitat (Ecology) KW - Massachusetts KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CNT-6.pdf UR - https://trid.trb.org/view/1347418 ER - TY - CONF AN - 01558468 AU - Leblanc, Yves AU - Bouffard, Mélanie AU - Bédard, Yves AU - Martel, Donald AU - Alain, Éric AU - North Carolina State University, Raleigh TI - Use of Underpasses by Moose in 2009 and 2010 along Highway 175 in Quebec, Canada: Box Culverts with Natural Floor Can Be a Cost-Effective Passageway PY - 2012 SP - pp 501-511 AB - Moose-vehicle collisions can be particularly hazardous to motorists given the moose heavy weight and high center of gravity. Faced with an average per year of above 50 MVCs along 200 km of roadway in the Laurentides Wildlife Reserve, the Quebec Ministry of Transportation proceeded to fence 68 km while upgrading this roadway from a 2-lane to a 4-lane, divided highway. The QMOT also incorporated 4 crossing structures for moose and other large mammals to maintain connectivity and alleviate the barrier and the potential end effects of fences. A box culvert in which fences, entrances and inside floor were also designed to funnel and attract small to medium-sized mammals was also available for monitoring moose crossings. All 5 underpasses have been accessible to moose and other wildlife since late 2008 except for one more structure not yet completed. As costs of building new structures increase, the QMOT needed to determine what would be the most the cost-effective underpass for moose in future transportation projects. The authors monitored and compared use by moose to determine structural and location features that would improve their future selection and design of underpasses for moose in other critical areas. They used 16 remote cameras from mid -May to late-October in 2009 and 2010. For each underpass, 2 cameras were installed to monitor moose activity at both entrances for each available pathway. A minimum of 133 moose in 92 distinctive events successfully crossed the underpasses in 2009 compared to 253 moose in 209 events in 2010. Moose use of underpasses in 2009 might have been underestimated due to low trigger speeds in some of the used cameras. In 2010, the moose daily crossing rate reached 0.63 and 0.51 in the most heavily used underpasses. Adult cows counted for 45%, adult males 24%, calves 9% and unknown sex or age 22%. Use of the passages in 2010 peaked at 5h00 and between 20h00 and 22h00 at night. However 87% of all successful passages were at night, between 17h00 and 8h00. In 2010, the authors recorded 80% of all crossing events (167/209) in two underpasses. These passageways were located in high moose density areas. Openness ratio did not seem to have an effect on the moose use of the underpasses because one of two most used underpasses has an openness of only 0.9 compared to 14.15 for one of the other underpasses. The former, a box culvert with natural floor, had 115 moose crossing the structure compared to 93 moose for a bridge under open span in 2010. In one site, the authors believed that lack of shrubs and trees in the approach made the underpass less attractive from moose coming from the opposite direction. Underpasses work very well for moose in their study area and this species might not need overpasses to move across highways as originally suggested from earlier studies in the Canadian Rockies. Located in small river or stream valleys, small underpasses made out of box culvert will be readily used by this non-gregarious and large ungulate species when properly funnelled with wildlife fences. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animals KW - Box culverts KW - Cost effectiveness KW - Crashes KW - Highways KW - Quebec (Province) KW - Underpasses KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CRB-2.pdf UR - https://trid.trb.org/view/1347683 ER - TY - CONF AN - 01558466 AU - Wang, Yun AU - Piao, Zhengji AU - Guan, Lei AU - Li, Haifeng AU - Li, Qilin AU - Lu, Yayi AU - Fan, Da AU - Chen, Jiding AU - North Carolina State University, Raleigh TI - Wildlife Crossings along the Ring Changbai Mountain Scenic Highway, China PY - 2012 SP - pp 95-103 AB - China State Forestry Administration is in the process of restoring Siberian tiger (Panthera tigris altaica) habitat in the Changbai Mountain National Nature Reserve. The 84 km long Changbai Mountain scenic Ring highway encircles and bisects the nature reserve. Although, traffic flow is under 100 vehicles per day in winter, the highway is being upgraded to a paved surface. With the expected increasing traffic flow, increased wildlife vehicle collisions and barrier effects are likely. In order to identify wildlife crossing zones and future protective measurement, the authors carried out 10 wildlife highway crossing surveys during the winter in 2008-2009. Each survey took place two or three days after the last snow event. They drove along the highway at a low speed (about 20-30 km/h) and stopped to identify wildlife tracks crossing the highway. They concluded wildlife crossed based on seeing wildlife’s tracks on both sides of the highway. For each 5km section, they recorded highway crossings of all small-mid sized and large mammals and one large protected bird species, the hazel grouse (Bonasa bonasia) and noted snow depth and the dominant vegetation type. The authors detected 12 mammal species and 1 avifauna species crossing the highway 502 times. The smallest of mammal was the Eurasian red squirrel (Sciurus vulgaris). The most common species which crossed was the Siberian weasel (Mustela sibirica) (169) and Manchurian hare (Lepus mandschuricus) (100). Large mammals detected included the wild boar (Sus scrofe) (64) and brown bear (Ursus arctos) (1). The average number of wildlife crossings per five km was 29.5. The authors found species richness and crossing frequency was higher in sections with broad leaf forest compared to sections with white birch secondary forest significantly. Snow depth was negatively related to species richness and crossing frequency, but was not significant. They concluded that wildlife crossing opportunities would serve most wildlife and likely tiger in sections with natural broad leaf forest. They recommended disturbance of broad leaf forest be minimized during construction and strict protection be established for broad leaf forests around Changbai Mountain National Nature Reserve. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animals KW - China KW - Conservation KW - Crashes KW - Environmental protection KW - Mountain roads KW - Scenic highways KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CNT-4.pdf UR - https://trid.trb.org/view/1347276 ER - TY - CONF AN - 01558465 AU - Roedel, Kurt W AU - North Carolina State University, Raleigh TI - Culturally-Sensitive Dogbane Transplanting, Collaboration and Public Outreach PY - 2012 SP - pp 262-269 AB - In 2009, the Oregon Department of Transportation (ODOT) partnered with the Confederated Tribes of Siletz Indians (Siletz Tribes) and the Oregon Department of Fish and Wildlife (ODFW) to preserve and transplant a culturally-significant population of dogbane in the Willamette Valley of western Oregon. Dogbane was, and continues to be, an important traditional plant to the Siletz Tribes. Tribal members who harvest dogbane along the shoulder of Oregon Highway 99 West (OR 99W) are subject to fast-moving vehicular traffic while highway runoff and annual herbicide spraying produces stunted dogbane marginally useful to the tribes. ODOT, the Siletz Tribes, and ODFW identified a nearby wildlife refuge in which to transplant the dogbane. The new location afford Tribal members guaranteed access for plant harvesting, provided ODFW a community dedicated to maintaining and encouraging native plant species, and aided ODOT in meeting one of its core missions, improving public safety along state highways. In 2010, the Federal Highway Administration (FHWA) awarded the Siletz Tribes, ODFW, and ODOT the 2009 Exemplary Human Environment Initiatives (EHEI) and the Exemplary Ecosystem Initiatives (EEI) designation. FHWA also provided financial support for ODOT to document the transplant and interview members from multiple Oregon tribes, and state and federal agencies. The video will provide different points of view on access to natural and cultural resources on public land and the value of collaboration. In fall of 2011, ODOT will post the video on the agency’s website as an educational tool to create awareness of continued Tribal use of native plants along state highways and to help guide others in achieving positive results when working with multiple parties on unique issues. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Cooperation KW - Cultural resources KW - Environmental protection KW - Oregon KW - Oregon Department of Transportation KW - Outreach KW - Transplanting KW - Tribal government KW - U.S. Federal Highway Administration UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-2.pdf UR - https://trid.trb.org/view/1347659 ER - TY - CONF AN - 01558464 AU - Jurgens, Jason A AU - Zach, Eric AU - Maiefski, Melissa AU - Stansberry, Brooke AU - North Carolina State University, Raleigh TI - Development and Implementation of a Programmatic Agreement for Endangered Species Act Consultation in Nebraska PY - 2012 SP - pp 43-45 AB - In December of 2008, the Nebraska Department of Roads (NDOR), the Federal Highway Administration-Nebraska Division (FHWA), the U.S. Fish and Wildlife Service-Nebraska Ecological Services Field Office (USFWS), and the Nebraska Game and Parks Commission (NGPC) all began working on a Programmatic Agreement (PA) for Endangered Species Act (ESA) and Nebraska Non-game and Endangered Species Conservation Act (NESCA) consultations. What resulted was a standardized, streamlined, approach for conducting endangered and threatened species consultations in Nebraska. Standardized effect determinations were agreed to, based on construction activity type, onsite species records/habitat conditions, and also included the development of standardized conservation conditions (measures) for all state and federally-listed species that are also implemented at the project level. This program consultation allows all agencies to meet their individual agency missions efficiently and consistently while decreasing staff workloads and enhancing species conservation on a program level. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Conservation KW - Construction KW - Endangered species KW - Endangered Species Act KW - Environmental protection KW - Nebraska KW - Nebraska Department of Roads KW - Standards KW - U.S. Federal Highway Administration KW - U.S. Fish and Wildlife Service UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CNT-1.pdf UR - https://trid.trb.org/view/1347268 ER - TY - CONF AN - 01558463 AU - Giles, Randy AU - Golbek, Scott AU - Kitterman, Steven D AU - Sullivan, Amanda AU - North Carolina State University, Raleigh TI - Wildlife Fencing Research for I-90 Snoqualmie Pass East: Not Just an Animal Commitment PY - 2012 SP - pp 512-525 AB - The use of exclusionary fencing is not a new practice. Exclusionary fencing has been tested and used across the nation to keep wildlife off of state highways to minimize wildlife / vehicle collisions. For the Washington State Department of Transportation’s I-90 Snoqualmie Pass East project, meeting exclusionary fencing goals was challenged by the highaltitude project area’s extreme weather conditions. Not only did the project team need to find a suitable fence design that excluded wildlife, but also one that would withstand 140 inches (or more) of snow and rain each winter, require low maintenance and costs, and look aesthetically pleasing. To find a fence design that would meet all these requirements, the design team embarked on a three-year wildlife exclusionary test fence performance study. During the fall of 2007, 2008, and 2009, the team constructed (and repaired) test fences with many different types and combinations of materials. The design team initially examined three fence types – metal posts and chain link fabric (Alaskan Moose Fence), wood posts and eight-foot fabric (Canadian Wildlife Fence), and wood posts and two rows of four-foot fabric (WSDOT Fence). Each test fence was approximately 300 feet long and placed within 30 feet from the edge of the highway pavement. The teams’ primary study objective was to assess how well each fence component held up to the harsh weather conditions of the pass, including direct impact from snow thrown from passing snowplows. The design team inspected each fence in the spring, after the snow melted. After assessing performance in the spring of 2008, the team added two additional modified fence designs and eliminated two of the original designs. The three remaining modified fences were: Fence C: Canada Wildlife Fence (Modified), Fence D: Combination Steel Pipe and Cable Fence, and Fence E: Combination Steel “C-post” and ElectroBraid® Fence. After three years of study, the design team determined that all three remaining fence designs could withstand the harsh environment of Snoqualmie Pass with varying degrees of repair issues and design modifications. Fence C showed the fewest component failures and did not appear to need significant modifications. Fence D suffered from a significant number of fabric-to-post wire tie failures. Fence E suffered from shearing of the fabric-to-post bolts on most of the posts, but simple modifications would eliminate downward translation of the fabric. The team worked with fence contractors and WSDOT maintenance personnel to develop a final recommendation package. The group evaluated how well fence materials and construction methods held up during each year’s evaluation period. The team also considered construction, maintenance requirements, and costs. The design team then selected the final fence design based off of the recommendation package, physical engineering and practical performance, and aesthetics that fit into the overall landscape architecture “theme” for the project. Most importantly, the final fence design was selected to ensure WSDOT’s investments promote safety for the traveling public and wildlife. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Crashes KW - Fences KW - Interstate 90 KW - Interstate highways KW - Snoqualmie Pass (Washington) KW - Washington State Department of Transportation KW - Weather conditions KW - Wildlife UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CRB-2.pdf UR - https://trid.trb.org/view/1347684 ER - TY - CONF AN - 01558456 AU - Manson, Paul AU - Halsey, Kevin AU - North Carolina State University, Raleigh TI - Measuring Ecological Change from Transportation Projects: Improving Program/Project Delivery Using Ecosystem Services Based Decision Support Tools PY - 2012 SP - pp 49-59 AB - Ecosystem services are the benefits that humans derive from natural processes. When human activities result in changes to our ecosystem, we have processes that require us to consider the ecological effects of those changes. However, changes to the ecosystem also have economic and social consequences. There are obvious examples of this. For instance, impacts to a floodplain will increase the risk of flooding – which has both an economic and social consequence. The economic costs of flood recovery are well documented. The social consequences of flooding are increasingly becoming apparent after events such as the flooding of New Orleans from hurricane Katrina. Of course some of these ecosystem benefits can be replaced through technology. Rather than accept the increased flood risk associated with floodplain loss, we can build levees. This too has a clear economic cost and potentially a social consequence as well depending on how the levee is funded. Ecosystem services analysis requires use to not only think about ecosystems, economic systems and social systems – it also requires us to think about how the respective systems relate. Integrating our understanding of the relationship between economic, social and ecological issues, makes ecosystem services a powerful analytical approach for incorporating sustainability into transportation planning. However, thinking and planning around systems is complex and doing so while integrating multiple systems is even more complex. Fortunately, advances in GIS (Geographic Information Systems), modeling and computer systems are leading to many improved decision support tools. These tools can be used to incorporate ecosystem service analysis into program and project planning, which in turn can improve program and project delivery. Further, there are currently efforts underway to correlate some of the different types of decision support tools - for example, integrating landscape scale and site level tools so that they can be used together to connect program and project level planning efforts. As progress is made in improving the ability of decision support tools to work together, it is creating opportunities to bring greater continuity between program level and project level transportation planning processes. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Decision support systems KW - Economic impacts KW - Ecosystems KW - Environmental protection KW - Project delivery KW - Transportation planning UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CNT-3.pdf UR - https://trid.trb.org/view/1347269 ER - TY - CONF AN - 01558452 AU - Steinfeld, David AU - Fekaris, George AU - North Carolina State University, Raleigh TI - Establishing Native Plants on Roadsides: An Integrated Approach PY - 2012 SP - pp 256-261 AB - Revegetating highly disturbed sites associated with road construction can be challenging. While many tools, products, and methods exist for restoring native plants to roadsides, appropriately integrating these practices into the road building process is often the weak link. Over 10 years ago, the Western Federal Lands Highway Division (WFHLD) initiated a different approach and began including revegetation specialists from the USDA Forest Service into all phases of the road building process. Beginning in the early phase of the road project, engineers, environmental specialists, and revegetation specialists work together to meet revegetation goals within the context of the road plans. A revegetation plan is the outcome of this collaboration. During the construction phase, the revegetation specialist, construction engineer, and road-building contractor partner to implement the revegetation plan. When the project is completed, the revegetation specialist monitors the results and reports back to the WFHLD. This partnership has not only increased understanding of available restoration tools -- when to use them, their effectiveness and costs, how they are realistically implemented on road projects – but also advanced the development of new methods and strategies for restoring native plants to highly disturbed sites. The integration of road building and revegetation schedules and expertise has resulted in a larger number of successful roadside revegetation projects. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Native plants KW - Partnerships KW - Revegetation KW - Road construction KW - Roadside flora KW - Western Federal Lands Highway Division UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-2.pdf UR - https://trid.trb.org/view/1347658 ER - TY - CONF AN - 01558451 AU - Winterboer, Diane AU - North Carolina State University, Raleigh TI - USDA-APHIS-Wildlife Services Bridging the Migratory Bird Gap for ODOT PY - 2012 SP - pp 428-431 AB - Over 400 species of migratory birds spend part of their annual cycle in Oregon. Of those, more than 300 species nest in highway rights-of-way or on bridges, interfering with transportation operations. In accordance with the Migratory Bird Treaty Act (MBTA), management activities that affect these birds must be coordinated with the U.S. Fish and Wildlife Service. Oregon Department of Transportation (ODOT) signed an inter-governmental agreement with USDA-Wildlife Services (WS) in Oregon to assist with migratory bird management on transportation projects. While many WS agencies have worked with their state DOTs, this agreement specified a distinctive liaison position to oversee the DOT operations and migratory birds. In Oregon, WS routinely assists ODOT with projects involving swallows on bridges and projects that involve vegetation removal; however, they also assist with quarry blasts, landslides and maintenance projects. WS also has assisted with bat exclusion from box beam bridges in which the maternal colony of state-listed sensitive species of bats would be destroyed if left in the bridge during demolition. Most projects have challenges including bridge height, historical importance, structural compromise, or a species found on the project. WS has taken this opportunity to discover new tools and methods that are a bit untraditional for the WS program as a whole. Over the past five years netting, paintball guns, water cannons, kites, expansion foam, and PVC pipe and other tools have been used to deter animals from the projects. Both agencies have benefited from this collaboration. ODOT has alleviated the legal consequences of incidental “take” and can avoid delays due to nesting birds. Through this agreement, WS has developed and improved a relationship with this state agency and has discovered new management techniques. Both agencies have been recognized by their peers for forging this unique program. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal migrations KW - Birds KW - Bridges KW - Cooperation KW - Environmental impacts KW - Oregon KW - Oregon Department of Transportation KW - U.S. Fish and Wildlife Service UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-6.pdf UR - https://trid.trb.org/view/1347676 ER - TY - CONF AN - 01558446 AU - Shipley, Holly P AU - North Carolina State University, Raleigh TI - Intercounty Connector (ICC) Contract A: Environmental Compliance Management using Geofusion Center PY - 2012 SP - pp 227-242 AB - The new 18.8 mile new alignment Intercounty Connector (ICC) highway in Montgomery County, Maryland is the most environmentally regulated project in Maryland’s history and obtaining the necessary approvals required the Maryland State Highway Administration to commit to unprecedented levels of environmental management, review and oversight. The ICC traverses through special protection area watersheds, large forested parkland tracts, numerous stream corridors and urban and suburban residential neighborhoods. Over 500 permit conditions and project commitments were made to protect and preserve the natural, cultural and socio-economic resources along the project corridor. In 2007 the Intercounty Constructors (IC) was awarded the design/build contract of the first 7.2 mile segment of the ICC. The IC Environmental Compliance Team (ECT), working for the contractor and in partnership with the client and regulatory agencies’, found itself developing new environmental processes, approaches and applications to maintain open communication and meet the stringent compliance standards and oversight demands The ECT developed a web-based application that controlled the capabilities of Google Earth and Microsoft SharePoint and integrated document management and online collaboration with GIS. The application incorporated the ability to display spatial data and engineering drawings, GeoRSS feeds for weather data, standard RSS feeds for water quality gauges, and document management and workflow. The capability to complete custom forms in real-time from anywhere at any time assisted the design/build team to provide collaborative solutions in an efficient manner. Natural resource avoidance and minimization accounting and resource impact tracking was a crucial need during the Design/Build process and the GeoFusion Center management application was continually improved throughout the project to integrate, organize and share multiple agency, contractor and consultant data in geographic relation to spatial features on the project site as they were developed. The GeoFusion Center system was an invaluable tool for permit compliance and avoidance and minimization analysis and kept the contractor, client and reviewing agencies immediately informed to avoid critical time delays in resource protection. To date, avoidance and minimization of natural resources throughout the design/build process will result in contractor incentives in excess of $1.7 million. Real-time tracking of current and forecasted environmental conditions enabled the contractor to plan for best management practices of adverse weather conditions and therefore maintained an A rating in Maryland’s new Erosion and Sediment control rating system. To date, the IC has been awarded erosion control bonuses in excess of $2.75 million for maintaining an A rating. The Contract A Section of the ICC roadway is now open to the public. This presentation will discuss in detail, including lessons learned, the environmental management and partnering process, the web-based GeoFusion Center application that was developed to meet the stringent environmental compliance requirements and how the data management integration with real-time, online collaboration was such a critical tool in the overwhelming success in environmental resource protection and preservation. Use of this real-time data viewing and solution based management resulted in successful partnering between the contractor, client and regulatory agencies and allowed further reduction of permitted environmental impacts. This has the potential to award the contractor environmental incentives and bonuses in excess of $4.5 Million. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Compliance KW - Environmental policy KW - Environmental protection KW - Maryland State Highway Administration KW - Montgomery County (Maryland) KW - Permits KW - Web applications UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-2.pdf UR - https://trid.trb.org/view/1347635 ER - TY - CONF AN - 01558439 AU - Siepel, Nancy R AU - Ruggerone, Gary L AU - North Carolina State University, Raleigh TI - Elkhorn Slough Early Mitigation Partnership: Watershed/Conservation Approach to Mitigation for Transportation Projects PY - 2012 SP - pp 13-21 AB - The Elkhorn Slough watershed is located at the center of the Monterey Bay coastline and harbors the largest tract of tidal salt marsh in California outside of San Francisco Bay. Three state highway corridors and many local roads in the watershed are adjacent to areas that support state and federally protected plant and animal species and sensitive natural communities including freshwater and saltwater wetlands. The need for major highway improvement projects in the watershed has been clearly identified by local and state transportation agencies. The Elkhorn Slough Early Mitigation Partnership (ESEMP) project provides a forum for the creation of partnerships and conservation agreements in order to promote advanced mitigation for transportation projects within the Elkhorn Slough watershed. In 2007, a collaborative partnership was formed between transportation agencies, regulatory agencies, resource agencies and conservation organizations interested in developing a framework for implementing a watershed/conservation-based approach to mitigation for essential transportation projects in Elkhorn Slough watershed. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Conservation KW - Environmental protection KW - Highway corridors KW - Improvements KW - Monterey Bay (California) KW - Partnerships KW - State highways KW - Watersheds UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CNT-1.pdf UR - https://trid.trb.org/view/1347263 ER - TY - CONF AN - 01558435 AU - Helldin, Jan Olof AU - Collinder, Per AU - Bengtsson, Daniel AU - Karlberg, Åsa AU - Askling, John AU - Jangius, Anna AU - North Carolina State University, Raleigh TI - Traffic Noise Disturbance in Important Bird Areas in Sweden PY - 2012 SP - pp 350-362 AB - Previous research has pointed out the negative impact of traffic noise on wildlife adjacent to major infrastructure corridors. The effects of traffic noise on birdlife are well documented, but effects on other taxa are also described in literature. In a similar manner, traffic noise decreases the value of human recreation in natural environments. Noise emissions from roads can hence be seen as a considerable problem for nature conservation and outdoor recreation. Despite this strong scientific evidence, the impact of traffic noise in natural environments is rarely assessed, and even more rarely mitigated, in Swedish road planning. The authors propose a method for assessing the traffic noise impact on areas of importance for nature conservation, with special emphasis on important bird areas. The method is based on effect levels presented in literature, available habitat data, bird observation data, road data and a simplified model for noise distribution. They applied the method in two Swedish regions with different traffic intensity, in order to estimate the impact of traffic noise on birds on a larger geographic scale, and to identify conflict points at which mitigation efforts should be directed. According to the method, the impact zone covers only 3 % of the total land area in the region with relatively high traffic, but affects as much as 15.8 % of all bird lakes, 15.0 % of all high nature value grasslands, 8.7 % of all large open bogs, and 17.4 % of the region´s all high nature value deciduous woodland. The corresponding figures from the low-traffic region are; < 1 % of the total land area, 12.3% of bird lakes, 6.9% of high nature value grasslands, and 1.5 % of large open bogs (no measure was given for high nature value deciduous woodland in this region). Although most sites were only in part affected by the noise effect zone, the study still indicates that traffic noise may have a disproportionate impact on some important bird habitats, thereby making noise impact a more serious conservation issue than first expected. Because bird areas are often rich also in other taxa, and in addition tend to be important areas for outdoor recreation, the authors argue that the traffic noise may have a broad impact on nature conservation, and that mitigation efforts should be made to minimize this impact. The method presented here can be further developed into a tool for prioritizing locations for such efforts. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Birds KW - Conservation KW - Environmental protection KW - Habitat (Ecology) KW - Highway corridors KW - Infrastructure KW - Sweden KW - Traffic noise UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-5.pdf UR - https://trid.trb.org/view/1347670 ER - TY - CONF AN - 01558427 AU - Peterson, Jon AU - Cierebiej, Susan AU - Barber, Mike AU - Barber, Eva AU - North Carolina State University, Raleigh TI - WSDOT Fish Passage Program PY - 2012 SP - pp 135-142 AB - Since 1991, the Washington State Department of Transportation (WSDOT) has partnered with the Washington Department of Fish & Wildlife (WDFW) to help sustain and restore aquatic ecosystems by improving fish passage and natural stream functions at road crossings through a statewide program for the Washington highway system. This program was the recipient of an Exemplary Ecosystem Initiatives award in 2010 from the U. S. Department of Transportation – Federal Highway Administration. The health of salmonid populations is one of the indicators of ecosystem health and integrity and a major natural resource concern in the Pacific Northwest. Adult salmon, steelhead, sea-run cutthroat, and anadromous bull trout migrate from the sea to freshwater to access their natal streams. Juvenile salmon rear in fresh water streams, sometimes for a year or more, moving up and/or downstream seeking food and cover, before outmigrating to the sea. Resident salmonids also migrate to spawning and rearing habitat. Culverts can impede fish movement when flow velocity is too high, water depth is too shallow or sharp changes in gradient are too steep for fish to navigate. These impediments to fish passage result from improper culvert installation, culvert deterioration, changes in basin flow conditions over time, and because human understanding of fish passage needs has evolved over time. WSDOT funds staff at WDFW to inventory fish barriers, assess habitat, and help WSDOT prioritize barriers for correction. The two agencies work together and with other stakeholder groups at the project level, to scope, design and implement corrections. The program is based on the best available science, and has evolved as knowledge has developed over time about habitat utilization and stream crossing design effectiveness. Prior to 1991, WSDOT addressed fish passage barriers as required by hydraulic permits issued for highway construction projects and through routine maintenance activities. In 1991, WSDOT committed funding from its Highway Construction Program for the purpose of developing an inventory of fish passage barriers and the removal of barriers independent of highway construction projects. Barrier corrections are prioritized at a statewide level for the greatest habitat gain and potential benefit to fish. At the watershed scale, WSDOT works with WDFW to select the best alternative for correcting fish passage problems. Historically, culverts have been designed for hydraulic capacity, but through this program, WSDOT and WDFW, now utilize the “stream simulation” design approach to correct a culvert barrier where feasible. This design method mimics the natural conditions that occur in the streambed adjacent to the road crossing. A stream simulation crossing structure is designed to imitate the natural streambed, spans wider than the existing stream channel width and has a similar gradient as the existing natural stream. This provides many other improvements for ecological functions in addition to fish passage by allowing for more natural stream processes of sediment and nutrient transport as well as connectivity for small and medium sized animals. As part of this effort, over 6,000 stream crossings statewide have been physically evaluated for passability. Barriers are prioritized for the greatest habitat gain and potential benefit to fish. WSDOT funds design and construction, for retrofit and replacement of culverts for fish passage on a standalone basis, through a dedicated Environmental Retrofit Program. This is in addition to corrections that are completed as part of typical highway projects. The combined result to date is 245 corrections improving access to over 1322.8 lineal kilometers (822 mi) of potential upstream habitat gain. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Ecosystems KW - Environmental protection KW - Fishes KW - Highways KW - Partnerships KW - Streams KW - Washington Department of Fish and Wildlife KW - Washington State Department of Transportation UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CNT-6.pdf UR - https://trid.trb.org/view/1347417 ER - TY - CONF AN - 01558424 AU - van der Grift, Edgar A AU - Ottburg, Fabrice AU - Pouwels, Rogier AU - Dirksen, Jolanda AU - North Carolina State University, Raleigh TI - Multiuse Overpasses: Does Human Use Impact the Use by Wildlife? PY - 2012 SP - pp 125-133 AB - In the highly fragmented landscapes of the Netherlands, currently the pressure of both the public and recreational interest groups intensifies to open up wildlife passages for recreational co-use. The most frequently expressed request is to allow hikers, bikers and horseback riders to pass across wildlife overpasses. The objective of this study was to assess whether the use of wildlife overpasses by medium-sized and large mammals is affected by such human co-use. The authors chose two wildlife overpasses where human co-use is currently allowed – overpass Zanderij Crailoo and overpass Slabroek - and monitored the use by both mammals and humans for over one year. The monitoring aimed primarily to assess which species use the crossing structures, to assess the frequency of crossings, and to assess the behavior of the animals while crossing. The results were compared with data on the use of wildlife overpasses without human co-use elsewhere in the country. Furthermore, the authors studied whether there is a correlation between the crossing frequency of humans and the crossing frequency of the animals as well as the time of the day that the animals use the overpass. Crossings were detected of almost all medium-sized to large mammal species that were present in the areas around the studied wildlife overpasses. Crossing rates were not necessarily lower compared to wildlife overpasses without human co-use. For example, Roe deer passes overpass Zanderij Crailoo more often than any other studied overpass in the country. At overpass Slabroek, however, a higher number of species crossed less frequently than expected. Human co-use potentially affects the speed in which the animals pass; Roe deer crossed more frequently in a trot or gallop at the overpasses with human use compared to an overpass closed to humans. The effect was larger at the smaller overpass Slabroek. No strong correlations, positive or negative, were found between the crossing frequency of humans and the crossing frequency of wildlife. However, some of the species do tend to use the overpass later in the day on days with high recreational use. These results help to improve decision-making on opening wildlife overpasses for human use and provide guidelines for the design of such crossing structures. Recommendations for further research are: (1) to carry out an experimental study in which human co-use is manipulated, (2) to replicate the study at other sites, (3) to extend the study to other animal groups, (4) to repeat the study on overpass Zanderij Crailoo and Slabroek after five years, (5) to conduct comparative studies on overpasses without human use to increase base-line information, and (6) to carry out similar studies at wildlife underpasses with human co-use. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Environmental protection KW - Habitat (Ecology) KW - Highways KW - Netherlands KW - Overpasses KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CNT-5.pdf UR - https://trid.trb.org/view/1347415 ER - TY - CONF AN - 01558419 AU - García-Contreras, Gerardo AU - Acosta-Lugo, Efraim AU - Carrillo, Juan Carlos AU - Andrade-Hernández, María AU - North Carolina State University, Raleigh TI - Maintaining Maya Forest Connectivity in a Changing Landscape: Calakmul Biosphere Reserve and Mexico's Highway 186 PY - 2012 SP - pp 60-73 AB - Within a vast canopy of forest interrupted only by the peaks of ancient Mayan ruins lies southern Mexico’s Calakmul Biosphere Reserve (CBR). The reserve’s 1.8 million acres represent the heart of the Maya Forest, a 5.5 million-acre expanse that stretches across the southern Yucatán Peninsula, as well as through Guatemala and Belize. Low, medium and high deciduous forest, swamp and savannah provide refuge for an amazing variety of rare, endemic and migratory species, including large populations of neotropical migratory birds, jaguar, tapir, spider monkey and bats.

In recent years, settlement pressure in the Maya Forest has resulted in the conversion of tropical forest to agriculture and ranching, road construction and tourism development. To the west of Calakmul, the state of Campeche has targeted the forests and archaeological sites as a new tourism destination. In preparation, the Escarcega–Calakmul Highway 186 has begun expansion to four lanes, high-tension towers have been built and the signs of land speculation are present as people look to develop infrastructure and services on the edges of and within the buffer zone of the CBR itself. The resultant habitat fragmentation threatens both reserves and the diversity of life they support.

In an effort to reduce the environmental impacts of road infrastructure and associated development, and maintain habitat connectivity along Highway 186 within the Maya forest , a coalition of Mexican non-profit organizations, working closely with the Mexican government, has produced a series of recommendations and mitigation measures to improve technical and legal practices applicable to the Highway 186 expansion and future road projects in other ecologically sensitive areas of Mexico.

In order to identify priority locations to enhance habitat connectivity for diverse species, a multi-criteria analysis was carried out. Cartographic data and Geographic Information Systems (GIS) were used in a spatial analysis to identify sites where hydrologic features were obstructed or modified by the widening of Highway 186, strategic areas necessary to maintain ecosystem connectivity, and sites where priority species were most likely to cross the highway. Wildlife considered in the analysis were amphibians, reptiles, jaguar, tapir, deer, pecari, bats, understory birds and arboreal species such as monkeys. 

GIS data used on the analysis include land use, vegetation, hydrology, elevation, road infrastructure, demography and anthropic influences, and ecological processes.

Parallel to this, a legal compliance analysis was carried out by the non-profit organization CEMDA, through an investigation of all applicable permits, standards and norms.

Using all the available information, local experts and government officials were invited to participate in technical and legal workshops that resulted in specific measures (maintenance, retrofitting and construction) and recommendations to be carried out along Highway 186.

One of the final results of the project is a compendium of technical documents comprised of: the precise geographic location or segment of the highway; the measure proposed at that specific site, such as a modification of existing bridges or culverts or construction of an overpass; land tenure; and social/legal measures associated with the site.

There are still areas of good quality habitat that with proper modifications to Highway 186 could provide connectivity for diverse species, and it is not too late to restore these connections and prevent further fragmentation between the northern and southern areas of the reserve. Preventing the advance of land use change in the region will be a greater challenge.

This is the first time that such an analysis has been done in Mexico. The methods used can be replicated for other regions working on better integrating transportation and conservation needs. Other organizations with similar data on their region (e.g. hydrology, vegetation, land use, land tenure, habitat use, and wildlife telemetry studies) can easily generate similar recommendations when facing a planned highway project as a barrier to wildlife movement. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Conservation KW - Environmental impacts KW - Environmental protection KW - Forests KW - Geographic information systems KW - Habitat (Ecology) KW - Infrastructure KW - Mexico KW - Partnerships KW - Spatial analysis UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CNT-3.pdf UR - https://trid.trb.org/view/1347271 ER - TY - CONF AN - 01558416 AU - Stenmark, Magnus AU - North Carolina State University, Raleigh TI - Railway Environments Produce Ecosystem Services if Managed Properly PY - 2012 SP - pp 301-310 AB - Railway environments, like sand and gravel pits, roadsides and other anthropogenic grassland habitats, are now recognized for their high species richness. In particular, vascular plants, butterflies, aculeate wasps, beetles and homopterans are abundant in this environment. Over the last three years, the Swedish Transport Administration conducted species surveys of railway station environments, listing over 2,400 species from more than 340 spots in Sweden. Railway areas with their adjacent loading zones were shown to host a particular flora and fauna, thus constituting a specific ecosystem. In these areas a number of species live without ever leaving the railway environment and in some cases they are only sporadically distributed in the surrounding non-railway landscape. In this work, the survey focused on the grassland areas available along the non-urban railway lines. Along the railway lines the area of herb and shrub flora is often limited to a narrow board and only managed by herbicide spraying. But there are also a number of items along the lines that are regularly managed by mowing and cutting. In this study, 40 sites were studied and these were distributed along two separate 80 km lines in central Sweden. Ca. 22,000 insect specimens were collected and determined to species. The sites were grassland areas near bridges, road crossings, substations and maintenance roads. The results indicate that the flora and fauna on the railway line sites are different from the typical railway flora and fauna which is documented from the station areas. The sites along the lines house a surprisingly diverse and rich herb and shrub flora, but are often small in area and the sites are often isolated from other grasslands. Unlike railway stations, the sites along the lines include a great variety of biotopes. For example, thin boards of herbaceous vegetation along railway lines are often important for longhorn beetles and syrphid flies that live in the forest edges. Similarly, the herbaceous vegetation along lines near water are important for species that habitat wetlands. Therefore, railway sites are related to the surrounding landscape in a more complex way when compared to railway station areas. This study shows that the natural values of grasslands along railway lines are highly variable and rather a product of the surrounding landscape than of the maintenance regularly conducted. Therefore, the grassland maintenance on sites along railway lines needs to be adjusted to the specific environment in the area. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Biodiversity KW - Ecosystems KW - Environmental impacts KW - Railroad stations KW - Railroads KW - Sweden KW - Swedish Transport Administration (Trafikverket) UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-4.pdf UR - https://trid.trb.org/view/1347666 ER - TY - CONF AN - 01558415 AU - Manning, Sandra AU - Corlett, Dan AU - North Carolina State University, Raleigh TI - Successfully Using Alternative Forms of Mitigation PY - 2012 SP - pp 22-27 AB - WSDOT (Washington State Department of Transportation), the Corps of Engineers and State Dept. of Ecology have worked together to provide innovative approaches to mitigation to maximize the potential of mitigation sites. Through pre-application project coordination meetings and interdisciplinary teams, the agencies have approved unique mitigation proposals on several WSDOT projects. Innovative approaches were applied to specific projects including the Cedars Mitigation Preservation site, the Tarlatt Slough intertidal consolidated mitigation site, the North Fork Neuwakum Bank used for Interstate 5 projects, and Spring Valley Advance Mitigation Site located in Pierce County. Use of these approaches has resulted in (1) cost savings due to faster permit decisions, maximizing a site's potential, and using a single site to mitigate for multiple projects; (2) environmental gains by having larger sites that are providing watershed benefits; and (3) advantages gained by using preservation and out-of-kind mitigation to protect at risk high quality habitat and watershed priorities. Examples of permit conditions that are used in the Seattle district for approving alternative mitigation options are included. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Environmental protection KW - Interstate 5 KW - Interstate highways KW - Partnerships KW - Permits KW - Savings KW - U.S. Army Corps of Engineers KW - Washington (State) KW - Washington State Department of Ecology KW - Washington State Department of Transportation KW - Watersheds UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CNT-1.pdf UR - https://trid.trb.org/view/1347265 ER - TY - CONF AN - 01558414 AU - Freitas, Simone R AU - Oliveira, Adriana N AU - Ciocheti, Giordano AU - Matos, Dalva M S AU - North Carolina State University, Raleigh TI - Landscape Features Associated to Roadkill of Three Mammal Species in the Brazilian Cerrado PY - 2012 SP - pp 490-500 AB - Mammals have been threatened by roadkill all over the world. In tropical regions, those casualties could represent biodiversity loss by increasing mortality rates or isolation of wildlife populations. This study aims to evaluate spatial patterns and landscape characteristics associated to causalities due to mammal-vehicle collisions. The study site was the highway (SP-225) in northeast of São Paulo State, Brazil. It is located in Cerrado biome with semideciduous forest and riparian vegetation, but land use is dominant in landscape, such as: sugar cane and orange crops, pasture and forestry. Roadkill surveys were done from January/2006 to February/2008 on a daily basis. The authors measured landscape features around (buffers of 1 km, 5 km and 10 km) the roadkill records of three selected species (Cerdocyon thous, Lepus europaeus and Chrysocyon brachyurus). Landscape features were the relative area of each land-cover and landuse classes (divided by buffer area). They used a logistic regression models for each species, thus the dependent variable was species presence and independent variables were landscape features relative area. For generate absence points, they sorted the same number of record of each species. The model selection was done by the Akaike’s Information Criterion (AIC). The roadkill survey recorded 114 mammals of 15 species. The two species most hit were Cerdocyon thous and Lepus europaeus, with 32 and 22 records respectively. Chrysocyon brachyurus, a threatened species to extinction, has 10 roadkill records. The best model selected to explain roadkill of Cerdocyon thous based on landscape features showed that it was higher in areas with more forestry and less urban. C. thous is an ecologically plastic animal, so it can adapt well to agricultural, deforestation and regeneration areas. Thus, the C. thous may be using forestry areas distant from urban areas such as route. Roadkill of Lepus europaeus occurred in areas with more forestry, more orange crops and with less native vegetation. L. europaeus can be benefit greatly from the expansion of agricultural areas and because the hare is a generalist herbivore, is often found in areas of planting oranges, sugar cane, among others. Thus, as expected, the roadkills of hare were more frequent near of their habitat: in plantations, far away of native vegetation. Roadkill of the threatened Chrysocyon brachyurus occurred in sites more urban and with less pasture. The landscape analysis of roadkills indicates where were the species’ preferential routes and habitats. As an endangered species, C. brachyurus, represents a special concern for conservation. C. brachyurus is an omnivorous animal and opportunistic, and could be attracted to urban areas, because of the garbage on the road side and the ease hunting of synanthropic animals. The roadkills in areas of less pasture may indicate less use to avoid cattle or fences, corresponding to occasional use in disturbed areas. Knowing landscape characteristics that “attract” animals to roads is relevant to decide the best solutions to mitigate roadkill, especially in tropics that needs a multi-species approach. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Brazil KW - Habitat (Ecology) KW - Land use KW - Landscape design KW - Logistic regression analysis KW - Mammals KW - Road kill KW - São Paulo State (Brazil) KW - Vegetation UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CRB-2.pdf UR - https://trid.trb.org/view/1347682 ER - TY - CONF AN - 01558408 AU - Laughlin, Jim AU - North Carolina State University, Raleigh TI - Puget Sounds: A Summary of Recent Underwater and Airborne Noise Measurements from Marine Waters of Washington State PY - 2012 SP - pp 376-390 AB - Compliance with the Endangered Species Act of 1973 and the Marine Mammal Protection Act of 1972 are the primary drivers for establishing noise thresholds and wide zones of potential harm and monitoring for marine mammals in Puget Sound, Washington. These zones are established conservatively as there are no site-specific data to better understand the transmission of sound through the air and marine waters. The establishment of these zones has a direct impact on ferry terminal projects as noise-generating work is curtailed when marine mammals are observed within the zone. Underwater and airborne sound level data for both vibratory and impact driving of steel piles were collected at three ferry terminal locations in Puget Sound to address the sound impact thresholds and provide site specific information. Vibratory sound levels ranged between 158 dB and 176 dB RMS, and between 194 dB and 195 dB RMS at the near field locations for impact driving of steel piles of different sizes. Sound levels measured near the pile as well as simultaneous measurements collected approximately ½ a mile or more away are used to calculate the transmission loss over that distance. The source sound levels and transmission loss values are used in three standard spreading loss models (Practical, Spherical, and Cylindrical) to determine which model fits most closely to the measured data. This site specific information was then used to reduce the monitoring area for marine mammals in Puget Sound based on a 120 dB RMS threshold for vibratory driving. It was found that, primarily due to differences in bathymetry, each site corresponded to a different spreading model. Vibratory pile driving results indicate that site specific data can reduce the biological monitoring area by half or more, and inclusion of sound level frequencies above 10 kHz does not alter the results in any meaningful way. Results indicate that a new underwater sound spreading model is needed for each specific project site with the possibility of a new generalized model for Puget Sound. Background sound levels were measured at four ferry terminals in Puget Sound following the NOAA guidance for collection, analysis, and reporting of underwater background sound levels using only those frequencies corresponding to marine mammal functional hearing groups. Results show that underwater sound levels at these terminals range between 100 dB RMS and 130 dB RMS. The differences in these sound levels are likely correlated to the frequency of ferry traffic at the terminals because the sound levels are dominated by ferry traffic. Future research will include possible methods to mitigate noise transmitted through the substrate and then into the water column. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animals KW - Environmental protection KW - Ferry service KW - Habitat (Ecology) KW - Noise KW - Puget Sound Region KW - Sound level KW - Vibration UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-5.pdf UR - https://trid.trb.org/view/1347672 ER - TY - CONF AN - 01558402 AU - Sawyer, Hall AU - LeBeau, Chad AU - Hart, Thomas AU - North Carolina State University, Raleigh TI - Reducing Mule Deer-Vehicle Collisions with Underpasses: A Case Study from Nugget Canyon, Wyoming PY - 2012 SP - pp 208-217 AB - Wildlife-vehicle collisions pose a major safety concern to motorists and can be a significant source of mortality for wildlife. A 13-mile section of US Highway 30 in southwest Wyoming that passes through Nugget Canyon has been especially problematic because it bisects the winter range and migration route of a large mule deer (Odocoileus hemionus) herd. Through the 1990’s, an average of 130 deer were killed each year. Accordingly, the Wyoming Department of Transportation (WYDOT) installed a series of 20’ span x 10’ rise x 60’ length concrete box culvert underpasses and game-proof fencing (8’ high and constructed of woven wire) to funnel deer to the underpasses. The purpose of this study was to quantify the number of mule deer that used the underpasses, identify their seasonal and temporal movement patterns, and evaluate how effective the underpasses were at reducing deer-vehicle collisions. Through two years of monitoring, the authors documented 25,886 mule deer move through the underpasses. Peak movements during the fall migration occurred in mid-December, while peak spring movements occurred in mid-March and early-May. Most mule deer moved through underpasses during morning (0600-0800 hrs) and evening (1800-2000 hrs) periods. Deer-vehicle collisions were effectively reduced 81%, from 0.75 per month at each milepost to 0.14 per/month. Provided that fence gates remain closed and cattle guards remain clear of snow, deer-vehicle collisions should be eliminated from Nugget Canyon in the near future. Importantly, other wildlife species such as elk (Cervus elaphus), pronghorn (Antilocapra americana), moose (Alces alces), cougar (Felis concolor), and bobcat (Felis rufus) benefited from underpass construction. The results suggest that underpasses, combined with game-proof fencing, can provide safe and effective movement corridors for mule deer and other wildlife species and improve highway safety for motorists. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Animal migrations KW - Case studies KW - Crashes KW - Deer KW - Habitat (Ecology) KW - Nugget Canyon (Wyoming) KW - Underpasses KW - United States Highway 30 KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-1.pdf UR - https://trid.trb.org/view/1347633 ER - TY - CONF AN - 01558400 AU - Thompson, Rosalyn AU - Dolan, Lisa AU - Emmerson, Mark AU - Dauber, Jens AU - Stout, Jane AU - Bourke, David AU - Whelan, Pádraig AU - North Carolina State University, Raleigh TI - Assemblage Structure of Plant Communities Along the Road Corridor Rock and Scree Slopes – Planting versus Natural Recolonization PY - 2012 SP - pp 311-325 AB - Road verges may perform an important function in the preservation of native floral diversity. This function may be enhanced or diminished according to the landscape treatment which is chosen. Since 2006 a new guideline document published by the National Roads Authority in Ireland has incorporated an ecological landscape design approach to such landscaping. This includes a move away from horticultural practices to one which advocates a more sustainable method. To test whether these guidelines were fulfilling their remit, sites were examined along a 300km primary route in the south of Ireland. By comparing pre- and post-guideline sites an assessment was made whether stable plant communities were developing and the nature of their species richness. There appeared to be little overall difference in the outcome of the developing plant communities, whichever treatment was used. This has important implications in terms of financial cost and the ultimate environmental sustainability of the landscape treatment used. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Ecology KW - Highway corridors KW - Ireland KW - Landscape design KW - National Roads Authority (Ireland) KW - Planting KW - Road shoulders KW - Roadside flora KW - Sustainable development UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-4.pdf UR - https://trid.trb.org/view/1347667 ER - TY - CONF AN - 01558393 AU - Clevenger, A P AU - North Carolina State University, Raleigh TI - 15 Years of Banff Research: What We've Learned and Why It's Important to Transportation Managers Beyond the Park Boundary PY - 2012 SP - pp 433-447 AB - Since 1996, a long-standing program of research, monitoring, and evaluation has played a critical role in assessing the performance of mitigation measures on the Trans-Canada Highway (TCH) in Banff National Park, Alberta. This is the longest-running research project in the world that specifically investigates solutions that help reduce the conflicts between busy highways, wildlife conservation, and habitat connectivity. The wildlife crossings in Banff have been and continue to be a model of worldwide importance. The quality of science that went into their design and construction and the contribution it is has made to the critical and emerging field of road ecology is undisputable. The long history of TCH mitigation projects, the unrivaled number and types of mitigation measures, all embedded within a study area teeming with baseline ecological data, securely places Banff on the leading edge of road ecology research. Research needs to be designed to inform management. The authors have recently completed a comprehensive analysis of mortality and wildlife crossing data from their study area that spans nearly 15 years (Clevenger et al. 2009). Herein, they focus on the following assessments and analyses that have practical applications in transportation and environmental management: (1) Comparisons of wildlife overpass vs. underpass use, (2) the relationships between population size and rates of wildlife crossing structure use (are crossing rates surrogate measures of relative abundance?) and (3) a complete revisit of animal adaptation periods to crossing structures and how important learning curves are to determining how long monitoring should be conducted. The authors conclude by summarizing what they recognize as some of a dozen key contributions and discoveries from the research that has advanced the science and aided transportation agencies plan and design highway mitigation measures for wildlife. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Banff (Canada) KW - Environmental protection KW - Habitat (Ecology) KW - Parks KW - Planning and design KW - Trans-Canada Highway KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CRB-1.pdf UR - https://trid.trb.org/view/1347677 ER - TY - CONF AN - 01558389 AU - Ruediger, William (Bill) C AU - Basting, Patrick B AU - North Carolina State University, Raleigh TI - High, Wide and Handsome: A Review of Wildlife and Aquatic Crossing Technology (2001-2011) PY - 2012 SP - pp 461-474 AB - Ten years ago, at the 2001 ICOET Conference in Keystone, Colorado, Ruediger (2001) presented a paper entitled High, Wide and Handsome: Designing More Effective Wildlife and Fish Crossings for Roads and Highways. At the time (2001), the paper provided a biologists perspective of how wildlife and fish crossing should be designed. Since that time, hundreds of wildlife and aquatic crossings have been built, monitored and researched. The paper and presentation will explore how wildlife and aquatic organism crossing knowledge has evolved from 2001 to 2011. The authors will explore how monitoring and research information gained over the last decade on structure height and width requirements, bottom material, location and structure type has modified current wildlife and aquatic crossing design. Information on noise impacts, moisture content of soil, light, human activities and vegetation associations relative to structure designs will be updated. Also, use of structures by elk (Cervus elaphus), deer (Odocoileus spp), moose (Alces alces), antelope (Antilocarpra americana), bighorn sheep (Ovis canadensis) and various carnivores will be discussed based on current knowledge. The information presented will help transportation agencies and resource agencies design crossing structures that are effective in reducing animal-vehicle collisions, improving habitat and population connectivity, and are cost-effective. The two authors have been involved with over 100 major wildlife and aquatic highway crossings in North America, particularly in the Rocky Mountain States, and have extensive experience in structure location, design, costs and the interagency coordination required to implement effective highway mitigation. The authors experience spans working for state and Federal agencies and private business associated with assessing habitat connectivity, design and placement of wildlife and aquatic structures and coordinating complex projects with a multitude of agencies and publics. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Construction KW - Fishes KW - Habitat (Ecology) KW - Highways KW - Technology KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-CRB-1.pdf UR - https://trid.trb.org/view/1347679 ER - TY - CONF AN - 01558388 AU - Yemshanov, Denys AU - Koch, Frank H AU - Ducey, Mark AU - Colunga-Garcia, Manuel AU - Koehler, Klaus AU - North Carolina State University, Raleigh TI - Invasive Alien Species Introductions with International Trade and Domestic Transportation: Identifying Primary Vectors and Cross-border Pathways in North America PY - 2012 SP - pp 391-399 AB - Recent outbreaks of non-indigenous forest and agricultural pests in North America highlight the importance of accounting for human activities when assessing the risks and impacts associated with invasive species. Long-distance introductions are often driven by socio-economic factors (e.g., the movement of commodities with global trade), such that traditional “biological” invasion models may not be capable of estimating spread fully and reliably. The authors present a novel methodology to characterize and predict pathways of human-mediated establishment of alien forest insects with road transportation. They have developed a stochastic model of how these species may be moved with commodity flows through a network of international marine ports, major transportation corridors and border crossings. The study makes use of a Canadian roadside survey and statistical data on both Canadian and U.S. imports, complemented with georeferenced information on North American ports of entry and populated places as well as empirical observations of historical spread rates for selected invasive pests. The model is formulated as a Markovian pathway matrix, and allows for quantitative characterization of location-specific likelihoods and vectors of new pest introductions in North America. The model offers the potential to analyze pathways from both existing and anticipated infestations, undertake reverse pathway analyses and is designed to work with a wide range of transportation, traffic load and commodity flow data. The authors applied the pathway model to estimate rates of human-assisted establishment of alien forest insect species at urban and rural settlements across Canada, and compared the results with corresponding estimates for the U.S. Their results suggest a very low nationwide establishment rate for Canada relative to the U.S. and moderate potential for cross-border transport of species to the U.S. Among Canadian urban areas, Greater Toronto and Greater Vancouver appear to have the highest alien forest insect establishment potential; however, their estimated rates are lower than the average establishment rates for the five largest U.S. urban areas. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Canada KW - Insects KW - International borders KW - International trade KW - Pest control KW - United States KW - Urban areas UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-6.pdf UR - https://trid.trb.org/view/1347673 ER - TY - CONF AN - 01558384 AU - Noriega, Sergio López AU - Buces, Norma Fernández AU - North Carolina State University, Raleigh TI - Ecological Restoration of Transportation Projects as a Successful Mitigation Measure PY - 2012 SP - pp 326-339 AB - One of the most important environmental impacts caused by roads is the loss of vegetation cover within the right of way and hillsides. This impact can be successfully restored as long as appropriate timely actions are considered. The area to be affected should be carefully studied, previous to the construction of the road, in order to identify types of nearby vegetation and their characteristics. An ecologically based restoration program should be developed, in which all actions required are pointed out and adequately planned. Species composition, community structure, tolerances and endangered or protected species should be identified. This information will be used to build a plant nursery where native species are to be reproduced and grown before their use in restoring the landscape, jointly with the organic soil removed during construction. These actions need to be performed under a specific scheme of planting that will allow the reconstruction of a landscape, similar to the affected one in its original stages. A successful example of such actions could be the Ecological Restoration held on to mitigate environmental impact of the Mexico-Tuxpan highway, in the Tejocotal-Nuevo Necaxa section. In this road, built about 6 years ago, an Ecological Restoration of the original community of cloud forest was done in 2006, following an innovative plantation design and using native species integrated by endangered rescued plants, as well as seed produced and cuttings from nearby plants, grown in a nursery specifically build for this project. This type of forest is scarce in the country; therefore, its restoration and conservation are very important issues. Another example of a successful ecological restoration program concerning transportation is the construction of the Cuyutlan lagoon railroad in Manzanillo, where a full study of vegetation preceded seed and plant recovery, a nursery to keep rescued plants and produce new ones up to about 120,000 plants needed to fulfill the restoration program requirements. Soil conservation played an important role in this program as piles of rescued organic soil (from railroad construction) were mixed with crushed residues from vegetation clearing and organic garbage from the workers lunch room. Soil was preserved for several months under humid conditions to enable composting and was eventually turned over for better compost formation. Ecological restoration of a transportation project as a mitigation measure has great advantages, not only in the environmental matters, but also in construction costs. It reduces expenses on conservation and maintenance of vegetation as plants are appropriate for local climate-soil conditions. For these measures to be efficient and effective, they need to be developed under a planned scheme, an opportune Ecological Restoration Program. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Conservation KW - Costs KW - Ecology KW - Environmental impacts KW - Environmental protection KW - Mexico KW - Road construction KW - Roadside flora UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-4.pdf UR - https://trid.trb.org/view/1347668 ER - TY - CONF AN - 01558376 AU - Koch, Frank H AU - Yemshanov, Denys AU - Magarey, Roger D AU - Colunga-Garcia, Manuel AU - Smith, William D AU - North Carolina State University, Raleigh TI - Evaluating the Forest Pest Invasion Potential of Trade-Related and Recreational Transportation Pathways PY - 2012 SP - pp 411-427 AB - The successful establishment of invasive alien species in North America is strongly associated with global trade. Invasive insects and pathogens that affect plants are regularly introduced through international trade and domestic freight shipments, but few studies have directly quantified the invasion risks caused by commercial transportation at regional or larger scales. Similarly, despite much recent attention to the potential spread of forest pests with firewood transported by cars and other private or commercial vehicles, there has been little quantitative assessment of the invasion risks posed by this dispersal vector. In each case, a lack of empirical studies regarding human-mediated, long-distance spread of invasive organisms represents a key knowledge gap impeding realistic prediction of invasion patterns. The authors present two studies in which they separately examined aspects of forest pest movement via commercial-trade related and recreational transportation. Their first study estimated the likelihood of successful entry of alien forest insect species for >3,000 urban areas in the contiguous U.S. To develop these estimates, they first utilized data on historical merchandise imports and insect incursions to estimate an annual U.S. rate of alien insect species establishment with trade. Next, they used historical data on pest interceptions to calculate the proportion of all insects arriving at U.S. ports of entry that are associated with forest hosts. The authors then combined these results to estimate a nationwide establishment rate for alien forest insects. Finally, they used international and domestic commodity flow networks to allocate this nationwide rate to individual U.S. urban areas. For 2010, they estimated the nationwide rate as 1.89 new alien forest insect species per year. While the establishment rates observed at most urban areas are low (<0.005 new species/year), selected areas can expect the establishment of new alien forest insect species every 5-15 years. Their second study analyzed forest insect spread with firewood and developed related dispersal functions for application in spatially explicit models. The primary data source was the U.S. National Recreation Reservation Service database, which records camper reservations at >2500 locations nationwide. The authors used “origin-destination” data for >7 million individual reservations (including visits from Canada) to construct an empirical dispersal kernel that estimates the likelihood of spreading an invasive organism as a function of geographic distance. They then fitted the data with various theoretical distributions. The data appear to be strongly leptokurtic and fairly well fit by the unbounded Johnson (SU) distribution (the lognormal distribution fit similarly). Most campers (~53%) traveled <100 km, but ~10% traveled >500 km (and as far as 5500 km). Additionally, the authors examined the impact of geographic region and proximity to major national parks and urban centers on the shape of the dispersal kernel, and found that mixture distributions may fit better in such circumstances. These assessments represent initial steps toward improved depiction of human-assisted dispersal potential, and provide important functional inputs for quantitative models of invasion. Future work will focus on applications of the results in comprehensive, cross-border (U.S.-Canada) analyses of pest invasion risk and for specific probabilistic modeling efforts to trace the origins of established or anticipated infestations. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Canada KW - Commercial transportation KW - Forests KW - Insects KW - International trade KW - Pest control KW - United States UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-6.pdf UR - https://trid.trb.org/view/1347675 ER - TY - CONF AN - 01558370 AU - Buces, Norma Fernández AU - Pensado, Ana Gisela Santiago AU - Noriega, Sergio López AU - North Carolina State University, Raleigh TI - Monitoring Environmental Compliance in the Construction of the Cuyutlan Lagoon Railroad in Manzanillo, Mexico PY - 2012 SP - pp 243-255 AB - Environmental impact assessment does not end when a project is approved by the government and its construction starts. Compliance with mitigation measures and regulation policies is crucial for a project to be successful within a framework of environmental conservation and social benefit. Nevertheless, compliance with all ecological regulations can be difficult to follow by the contractor, basically because projects always include several small changes during their execution and needs constant adjustment of permits and update. Some construction companies are reluctant to comply and avoid spending money on mitigation measures as much as possible. As a consequence, projects are stopped and sanctioned by the authorities, with important repercussions in project budget and timing, as well as the environmental damage. Involved supervision is needed to assure action coordination, compliance and updating of all environmental requirements. In the case of the Cuyutlan railroad, the authors' job, as the environmental supervisors, was to make sure that the project had no setbacks, as it was running under a very tight execution schedule. Jointly with the Ministry for the Environment and Natural Resources (SEMARNAT), the Ministry of Communications and Transportation (SCT), the Federal Transportation Department in Colima (SCT-Colima Center), and TRADECO (contractor), the authors had to make sure that mitigation measures were properly executed so that environment, specially mangroves and fauna, were kept safe. Monitoring of the compliance of all environmental issues in the construction of the Cuyutlán railroad can be separated in three parts: A) Follow-up of environmental authorizations, B) Observance and register of in site compliance by the contractor for all mitigation measures concerning construction, C) Observance and register of compliance with the mitigation programs for the rescue and conservation or restoration of flora, fauna and soil, as well as ecological training course for the construction workers.The railroad was built under strong environmental restrictions, with little damage to the environment, and is still under restoration programs. In the authors' experience, compliance of environmental regulations has to involve all stakeholders in order to have a successful project. Environmental protection is not only the responsibility of the contractor or the Ministry for the Environment and Natural Resources (SEMARNAT), but a shared environmental value in a gain-gain relationship for environment, society and development. U1 - 2011 International Conference on Ecology and Transportation (ICOET 2011)Federal Highway AdministrationWashington State Department of TransportationUSDA Forest ServiceEnvironmental Protection AgencyUniversity of California, DavisWestern Transportation InstituteDefenders of WildlifeNorth Carolina State University, RaleighSeattle,Washington,United States StartDate:20110821 EndDate:20110825 Sponsors:Federal Highway Administration, Washington State Department of Transportation, USDA Forest Service, Environmental Protection Agency, University of California, Davis, Western Transportation Institute, Defenders of Wildlife, North Carolina State University, Raleigh KW - Compliance KW - Environmental protection KW - Manzanillo (Mexico) KW - Monitoring KW - Railroad construction KW - Regulations KW - Supervision UR - http://www.icoet.net/ICOET_2011/documents/proceedings/Session-COM-2.pdf UR - https://trid.trb.org/view/1347656 ER - TY - RPRT AN - 01554186 AU - Maguire, Meg AU - ICF International AU - Louis Berger Group, Incorporated AU - Center for Transportation and the Environment AU - Rhodeside & Harwell AU - Project for Public Spaces AU - Marie Venner Consulting AU - National Cooperative Highway Research Program AU - Federal Highway Administration TI - Going the Distance Together: Context Sensitive Solutions for Better Transportation: A Practitioner's Guide PY - 2012 SP - 116p AB - The focus of this guide is to help the transportation practitioner build collaborative relationships; understand citizen values, interests, and needs; and produce effective and efficient decisions. The overarching goal of this guide is to help practitioners find common ground with citizens by listening to them and understanding how transportation affects their quality of life. This guide is a companion to the Citizen's Guide, which is focused on helping citizens understand the life of a transportation project, including their own roles in the process and the professional expertise and responsibilities of practitioners. The key message being conveyed by both guides is that practitioners and citizens share responsibility for solving transportation problems. A core focus of this guide is translating citizen and practitioner perspectives through the lens of quality of life considerations. This is done within the guide by emphasizing the importance of using interdisciplinary team expertise and consensus building techniques to define context and shape transportation decisions. While this guide does not provide a prescription for every type of challenge that practitioners face, it does provide a framework for understanding transportation as an element of the quality of life within a community or region, and provides examples, resources, and tools to help deliver transportation projects that enhance a community's quality of life. KW - Construction projects KW - Context sensitive design KW - Cooperation KW - Quality of life KW - Stakeholders UR - http://www.fhwa.dot.gov/context/practitionersguide/reference/print_version.pdf UR - https://trid.trb.org/view/1341504 ER - TY - RPRT AN - 01531746 AU - Edil, Tuncer B AU - Benson, Craig H AU - Tinjum, James M AU - Scheartle, Gregory J AU - Bozyurt, Ozlem AU - Nokkaew, Kongrat AU - Chen, Jiannan AU - Bradshaw, Sabrina AU - University of Wisconsin, Madison AU - Federal Highway Administration TI - Engineering Properties of Recycled Materials for Unbound Applications PY - 2012///Final Report SP - 300p AB - This report consists of several task reports prepared at the University of Wisconsin-Madison. The Task Reports include: 1. Literature Search and Report on Recycled Asphalt Pavement and Recycled Concrete Aggregate; 2. The Usage, Storage and Testing of Recycled Materials – Results of Survey; 3. Relationship Between Resilient Modulus and Composition of RCA or RAP; 4. Scaling and Equivalency of Bench-Scale Tests to Field-Scale Conditions; 5. Climate Effects (Freeze-Thaw Cycles); 6. Climate Effects (Hydraulic Properties of Recycled Asphalt Pavement and Recycled Concrete Aggregate); 7. Compaction Level and Assessment; 8. Field Performance: Falling Weight Deflectometer Data Analysis; 9. Materials Control; and 10. Leaching Characteristics: pH-dependent Leaching of Trace Elements from Recycled Concrete Aggregate. KW - Bench-scale tests KW - Climate KW - Compaction KW - Concrete aggregates KW - Falling weight deflectometers KW - Freeze thaw durability KW - Hydraulic properties KW - Leaching KW - Modulus of resilience KW - Properties of materials KW - Reclaimed asphalt pavements KW - Recycled materials KW - Trace elements UR - http://rmrc.wisc.edu/wp-content/uploads/2012/12/Edil-No.-46-Engineering-Properties-of-Recycled-Materials-for-Unbound-Applications.pdf UR - https://trid.trb.org/view/1316331 ER - TY - RPRT AN - 01526376 AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - 2012 Eco-Logical Grant Program: Annual Report PY - 2012 SP - 45p AB - In 2006, the Federal Highway Administration (FHWA) and its partners published Eco-Logical: An Ecosystem Approach to Developing Infrastructure Projects (Eco-Logical). The publication sets forth an approach to, and tools for, building infrastructure that is more sensitive to sustaining natural resources. The vision is to avoid, minimize, and mitigate adverse impacts of this development through integrated, ecosystem-scale planning. FHWA’S Eco-Logical grant program, started in 2007, provides the financial and technical support agencies need to apply the ecosystem-scale planning principles outlined in the 2006 publication. Grant recipients are encouraged to develop novel approaches to integrate planning across agency boundaries and to work with partners to mitigate the ecological effects of infrastructure development. Since 2007 the Eco-Logical grant program has funded 15 projects nationwide; twelve grant recipients completed their projects prior to 2012, two grant recipients completed their projects in the 2012 calendar year, and one anticipates finishing its project in 2013. This annual report summarizes the progress and lessons learned from all 15 grant recipients from January through December 2012, the fifth year of the Eco-Logical grant program. KW - Annual reports KW - Construction projects KW - Ecology KW - Ecosystems KW - Environmental impacts KW - Grant aid KW - Infrastructure KW - Land use planning KW - Natural resources KW - Sustainable development KW - U.S. Federal Highway Administration UR - http://ntl.bts.gov/lib/51000/51600/51603/report2013.pdf UR - https://trid.trb.org/view/1310481 ER - TY - RPRT AN - 01523818 AU - American Traffic Safety Services Association AU - Federal Highway Administration TI - Applying the Americans with Disabilities Act in Work Zones: A Practitioner Guide PY - 2012 SP - 36p AB - A basic requirement of work zone traffic control, as provided in the Manual on Uniform Traffic Control Devices (MUTCD), is that the needs of pedestrians, including those with disabilities, must be addressed in temporary traffic control plans (TCPs) in accordance with the Americans with Disabilities Act of 1990 (ADA), Title II, Paragraph 35.130. The ADA is a Federal law that requires that pedestrians with physical and/or mental disabilities be accommodated not only in completed, publicly accessible facilities, but also during times of construction or improvement. This document provides State and local transportation agencies with strategies and technical guidance on how to design TCPs that address pedestrian access during construction, including the needs of those with disabilities. This document: describes the challenges faced by disabled pedestrians; outlines considerations to planning and designing strategies to manage pedestrians in a work zone; and provides examples to further assist practitioners in setting up work zones and making them safe for all pedestrians. KW - Accessibility KW - Americans with Disabilities Act KW - Manual on Uniform Traffic Control Devices KW - Pedestrian traffic KW - Persons with disabilities KW - Visually impaired persons KW - Work zone traffic control KW - Work zones UR - http://www.workzonesafety.org/files/documents/training/fhwa_wz_grant/ada_guide.pdf UR - https://trid.trb.org/view/1307258 ER - TY - RPRT AN - 01514236 AU - United States Federal Highway Administration TI - Draft environmental impact statement (DEIS) and section 4(f) evaluation, US-95 Thorncreek Road to Moscow PY - 2012///1 online resource. KW - Environmental impact statements UR - https://trid.trb.org/view/1298561 ER - TY - RPRT AN - 01513692 AU - United States Federal Highway Administration TI - SR 167 Puyallup to SR 509, SR 167 Puyallup River bridge replacement : final supplemental EIS PY - 2012///6 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1298016 ER - TY - RPRT AN - 01512754 AU - United States Federal Highway Administration TI - Northwest Arkansas Regional Airport intermodal access road : draft environmental impact statement PY - 2012///12 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1297078 ER - TY - RPRT AN - 01512753 AU - United States Federal Highway Administration TI - Elgin O'Hare-West Bypass study, Cook and DuPage Counties, Illinois, project number: P-91-443-06 : tier two final environmental impact statement PY - 2012///16 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1297077 ER - TY - RPRT AN - 01512454 AU - United States Federal Highway Administration TI - Construct roadway widening and interchange improvements along Interstate 80/Interstate 680/State Route 12, near the cities of Fairfield and Suisun City : final environmental impact report/environmental impact statement PY - 2012///3 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1296778 ER - TY - RPRT AN - 01511547 AU - United States Federal Highway Administration TI - U.S. 301 (State Road 200), CR 227 to CR 233, Bradford County, Florida : administrative action, draft environmental impact statement PY - 2012///1 online resource. KW - Environmental impact statements UR - https://trid.trb.org/view/1295871 ER - TY - RPRT AN - 01510930 AU - United States Federal Highway Administration TI - Interstate 90 Snoqualmie Pass East, Kittitas County, Washington, avalanche structures draft supplemental environmental impact statement PY - 2012///2 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1295254 ER - TY - RPRT AN - 01509118 AU - United States Federal Highway Administration TI - Project I.D. 2788-01-00, West Waukesha Bypass, County TT, I-94 to WIS 59, Waukesha County, Wisconsin : draft environmental impact statement and Section 4(f) and Section 6(f) evaluation PY - 2012///1 online resource. KW - Environmental impact statements UR - https://trid.trb.org/view/1293442 ER - TY - RPRT AN - 01508916 AU - United States Federal Highway Administration TI - Grand Parkway (SH99) Segment C, from US 59 to SH288, Fort Bend and Brazoria Counties, Texas : environmental impact statement PY - 2012///Volumes held: Draft(2v), F, 2000 public hearing and workshop comments and materials 2007 public meeting comments and materials B1 KW - Environmental impact statements KW - Texas UR - https://trid.trb.org/view/1293240 ER - TY - RPRT AN - 01508813 AU - United States Federal Highway Administration TI - Grade separate, widen and realign State Route 58 (SR-58) from PM 22.2 to 31.1, through the community of Hinkley in San Bernardino County : draft environmental impact report/environmental impact statement PY - 2012///1 online resource. KW - Environmental impact statements UR - https://trid.trb.org/view/1293137 ER - TY - RPRT AN - 01508812 AU - United States Federal Highway Administration TI - I-64 Hampton Roads bridge-tunnel : draft environmental impact statement and draft section 4(f) evaluation PY - 2012///1 online resource. KW - Environmental impact statements UR - https://trid.trb.org/view/1293136 ER - TY - RPRT AN - 01507256 AU - United States Federal Highway Administration TI - James White Parkway (State Route 71) : Knox County, Tennessee, draft environmental impact statement PY - 2012///1 online resource. KW - Environmental impact statements UR - https://trid.trb.org/view/1291580 ER - TY - RPRT AN - 01507243 AU - United States Federal Highway Administration TI - South Mountain Freeway (loop 202) : draft environmental impact statement and section 4(f) evaluation PY - 2012///8 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1291567 ER - TY - CONF AN - 01501615 AU - Christenson, R E AU - Motaref, S AU - McDonnell, A -M H AU - John Wiley & Sons, Incorporated TI - A Dual Purpose Bridge Health Monitoring and Weigh-In-Motion System for a Steel Girder Bridge SN - 9781848214156 PY - 2012 SP - pp 397-408 AB - Transportation agencies are able to maintain bridge infrastructure and ensure safe, efficient cost effective transportation systems by leveraging bridge weigh-in-motion (BWIM) with bridge health monitoring (BHM). Long term BHM involves a multi-year identification of a bridge's dynamic behavior to detect the health of the bridge. BWIM uses a bridge's dynamic response to determine gross vehicle weight, speed and axle spacing. The state of Connecticut is implementing BHM to monitor bridges' critical vulnerabilities using sensor measurements of the bridge response to long term traffic loading. The authors describe a new BWIM method that provides a nonintrusive approach to WIM as well as an enhanced combined BHM/BWIM system using various sensor technologies. The authors describe the design and implementation of a prototype dual-purpose BHM/BWIM system for deployment on Connecticut's Interstate 91, and sensor technologies are evaluated. The paper presents results of a pilot study of an in-service highway bridge to determine the utility of the proposed BWIM method. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Axle loads KW - Girder bridges KW - Gross vehicle weight KW - Steel bridges KW - Structural health monitoring KW - Traffic speed KW - Weigh in motion UR - https://trid.trb.org/view/1277169 ER - TY - CONF AN - 01501610 AU - Someya, K AU - Okuda, H AU - Shindo, T AU - Mochizuki, Y AU - Sakai, N AU - John Wiley & Sons, Incorporated TI - Application of the Center of Gravity Measurement Based on the Dynamic Wheel Loads Measurements of Vehicles SN - 9781848214156 PY - 2012 SP - pp 366-376 AB - Drivers of semi-trailer trucks cannot always grasp the freight conditions inside the marine transport container. Overload or dislocations of the freight can lead to hazards that include turning sideways. Conventional weigh-in-motion (WIM) devices can detect overload or dislocation, but a driver must recognize the truck's centroid position and pay attention to a curved road's running speed in order to keep the truck from turning sideways. The authors used KYOWA LS-WIM technology to conduct running tests in which a freight truck's wheel loads were weighed and the centroid position is calculated. They report the dynamic measurement of a running truck's centroid position. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Center of gravity KW - Freight transportation KW - Japan KW - Measurement KW - Trailers KW - Weigh in motion KW - Wheel loads UR - https://trid.trb.org/view/1277166 ER - TY - CONF AN - 01501605 AU - Poulikakos, L D AU - John Wiley & Sons, Incorporated TI - Applications of Weigh-In-Motion in Pavement Engineering SN - 9781848214156 PY - 2012 SP - pp 485-492 AB - This paper focuses on challenges to pavement design and the advantage and disadvantages of various design methods and data. Using four examples, the author discusses: 1) the simplification of input in a mechanistic empirical pavement design method (MEPDG) through a pre-established database on traffic loading, climate conditions and materials specifications; 2) the importance of accurate data and the use of site-specific traffic data for pavement design; 3) differences amongst various pavement design methods; and 4) the importance of proper calibration of Weigh-in-Motion (WIM) systems in pavement design. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Calibration KW - Data quality KW - Mechanistic-empirical pavement design KW - Pavement design KW - Traffic data KW - Weigh in motion UR - https://trid.trb.org/view/1277177 ER - TY - CONF AN - 01501590 AU - Enright, B AU - Leahy, C AU - O'Brien, E AU - Keenahan, J AU - John Wiley & Sons, Incorporated TI - Portable Bridge WIM Data Collection Strategy for Secondary Roads SN - 9781848214156 PY - 2012 SP - pp 473-482 AB - This paper addresses the use of portable Bridge Weigh-in-Motion (B-WIM) systems as an alternative method of collecting traffic loading data. The authors describe data collection strategies for selecting B-WIM systems locations investigated for the National Roads Authority in Ireland. They discuss advantages and disadvantages of various strategies as well as their effectiveness in detecting a heavy loading event. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Bridges KW - Data collection KW - National Roads Authority (Ireland) KW - Secondary roads KW - Traffic loads KW - Weigh in motion UR - https://trid.trb.org/view/1277176 ER - TY - CONF AN - 01501581 AU - Žnidarič, A AU - Kreslin, M AU - Lavrič, I AU - Kalin, J AU - John Wiley & Sons, Incorporated TI - Modeling Traffic Loads on Bridges, A Simplified Approach Using Bridge-WIM Measurements SN - 9781848214156 PY - 2012 SP - pp 418-428 AB - Optimized structural safety assessment depends on knowing the realistic loading of heavy traffic of the existing road bridges. This paper describes a method for modelling expected maximum traffic load effects, proposed by the European Commission Framework Programme research project on Assessment and Rehabilitation of Central European Highway Structures (ARCHES). The approach is based on the convolution method, but replaces the indirect calculation of characteristic load effects though convoluted traffic loads with a procedure that convolutes the loads directly. A simplified modelling of the tail of the distribution is also part of this approach, which allows for fast calculation of expected maximum load effects based on the weigh-in-motion data and the bridge's relevant influence lines. Using examples, the authors illustrate the efficiency of the method. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Bridges KW - Load effects KW - Safety KW - Traffic loads KW - Traffic models KW - Weigh in motion UR - https://trid.trb.org/view/1277171 ER - TY - CONF AN - 01501580 AU - Zhou, X Y AU - Schmidt, F AU - Jacob, B AU - John Wiley & Sons, Incorporated TI - Assessing Confidence Intervals of Extreme Traffic Loads for Bridges SN - 9781848214156 PY - 2012 AB - Extreme load effects for short- to medium-sized bridges are obtained by combining the extremes of truck gross vehicle weights (GVWs) or axle loads. The authors apply three known prediction methods to determine extreme traffic loads: a normal distribution fitting to the sample distribution upper tail; the block maxima method; and the peaks-over-threshold method. They introduce two additional methods, the delta method and the profile likelihood method, to investigate variability and build confidence intervals. Among the three methods used to assess extreme traffic loads, the generalized Pareto distribution based peaks-over-threshold method is determined to be the best in this study. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Axle loads KW - Bridges KW - Confidence intervals KW - Gross vehicle weight KW - Mathematical prediction KW - Normal distributions KW - Traffic loads UR - https://trid.trb.org/view/1277175 ER - TY - CONF AN - 01501576 AU - Cerovská, A AU - Ostrihoň, M AU - Urgela, S AU - John Wiley & Sons, Incorporated TI - Sensors Test at Their Possible Failure in the Array and its Reduced Topologies for the Accurate WIM Methods SN - 9781848214156 PY - 2012 SP - pp 377-384 AB - In this paper, the authors examine how a weigh-in-motion (WIM) site responds in the case of equipment failure and evaluate its ability to still provide accurate results. The focus of the evaluation is the sensor array configuration, and the test site is evaluated according to COST 323 criteria. The aim of the test is to identify the reduction of sensors in the sensor array in the case of failure. The study shows that the more sensors that are involved in each sensor array topology, the more accurate the WIM results. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Accuracy KW - Algorithms KW - Data collection KW - Equipment tests KW - Reliability KW - Sensors KW - Topology KW - Weigh in motion KW - Weigh in motion scales UR - https://trid.trb.org/view/1277168 ER - TY - CONF AN - 01501571 AU - Nowak, A S AU - Rakoczy, P AU - John Wiley & Sons, Incorporated TI - WIM-Based Simulation Model of Site Specific Live Load Effect on the Bridges SN - 9781848214156 PY - 2012 SP - pp 409-417 AB - Weigh-in-motion (WIM) stations provide valuable data on local truck traffic conditions that can be used to develop a site-specific live load model. Gross vehicle weight (GVW) and load effects (moments) analysis reveal cumulative distribution functions (CDFs) with complex shape. Here, the authors consider a WIM database of 35 million vehicles and set out to develop CDFs for groups of vehicles, depending on category. The CDFs developed are closer to a normal distribution, which aids the prediction of maximum load for extended periods. A simulation procedure is also developed for site-specific live load effects on bridges. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Axle loads KW - Bridges KW - Cumulative distribution functions KW - Gross vehicle weight KW - Simulation KW - Traffic loads KW - Weigh in motion UR - https://trid.trb.org/view/1277170 ER - TY - CONF AN - 01501542 AU - Otto, G G AU - Momm, L AU - Valente, A Mattar AU - John Wiley & Sons, Incorporated TI - Pavement Damage due to Dynamic Load – Brazilian Road Deterioration Test with MS-WIM SN - 9781848214156 PY - 2012 SP - pp 493-502 AB - The constant use of overloaded Heavy Vehicles (HVs) in Brazil is known to aggravate pavement design, and less HV control results in increased overloading. This study records dynamic load effect and offers a continuous assessment of pavement strains, stress, moisture and temperature. Two activities comprise this study. First, pavement instrumentation is considered (with sensors installed in pavement layers) and data is acquired from pavement signal response in specific periods of time. Next, mechanical characteristics of the material are evaluated through a fatigue test and a complex modulus test determination. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Brazil KW - Deterioration KW - Dynamic loads KW - Heavy vehicles KW - Loss and damage KW - Pavement performance KW - Traffic loads KW - Weigh in motion UR - https://trid.trb.org/view/1277178 ER - TY - CONF AN - 01501541 AU - Kosnik, D E AU - John Wiley & Sons, Incorporated TI - A Combined Weigh-In-Motion and Structural Health Monitoring System on a Wisconsin-Michigan Border Bridge SN - 9781848214156 PY - 2012 SP - pp 440-449 AB - In this paper, the author discusses work being done to integrate a commercial weigh-in-motion system with a research-oriented bridge structural health monitoring system on the border of Wisconsin and Michigan in the United States. Concerns about overload damage to the bridge from logging trucks provided the impetus for the system installation. The new system, which has been collecting data for each truck crossing the bridge since November 2009, has resulted in high-quality, long-term data streams for use in local traffic planning, bridge structural management, and research in structural health monitoring and bridge mechanics. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Border regions KW - Bridges KW - Michigan KW - Structural health monitoring KW - Traffic data KW - Weigh in motion KW - Weigh in motion scales KW - Wisconsin UR - https://trid.trb.org/view/1277173 ER - TY - CONF AN - 01501540 AU - Jaureguiberry, A AU - Geroudet, B AU - John Wiley & Sons, Incorporated TI - Applications from a Centralized System of WIM SN - 9781848214156 PY - 2012 SP - pp 385-394 AB - In this paper, the authors discuss high speed weigh-in-motion (HS-WIM) systems that use advanced methods of electronic sensing and data processing. These systems show sufficient level of precision in the long term to envisage enforcement in normal traffic flow. The authors demonstrate how this equipment assists with new traffic control through applications that include the detection of convoys. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Information processing KW - Sensors KW - Traffic control KW - Traffic flow KW - Traffic platooning KW - Weigh in motion KW - Weigh in motion scales UR - https://trid.trb.org/view/1277167 ER - TY - CONF AN - 01501538 AU - Yousif, S AU - Berthelot, C AU - Kelln, R AU - Soares, R AU - Hanson, R AU - Bergan, T AU - John Wiley & Sons, Incorporated TI - Evaluating the Role of Weigh-In-Motion in Mechanistic Pavement Analysis SN - 9781848214156 PY - 2012 SP - pp 503-513 AB - Accurate prediction of pavement response under diverse traffic loading depends on accurate traffic load spectra data used for mechanistic road modeling. Weigh-in-Motion (WIM) systems can be used for data collection and accurate determination of traffic load spectra in order to predict and monitor pavement damage in real time. Here, the authors calculate pavement primary strain response using a 3D orthotropic road structural primary response model called PSIPave3D™. Their evaluation demonstrates the importance of accurate traffic data when predicting strain response across specific road classes. The use of Conventional Performance transfer functions can result in a significant difference in the prediction of pavement fatigue and rutting life, based on conventional truck loadings on in-service roads in this research. The authors determined that shear strain behavior in all structural layers of typical road structures can be calculated across the traffic load spectra determined by WIM. Adding this to accurate material constitutive theory and road structural modeling can result in improved performance prediction of road structures based on accumulation of visco-plastic shear strains under repeated load spectra. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Data collection KW - Fatigue (Mechanics) KW - Mechanistic-empirical pavement design KW - Pavement performance KW - Rutting KW - Strain (Mechanics) KW - Traffic data KW - Traffic loads KW - Weigh in motion UR - https://trid.trb.org/view/1277179 ER - TY - CONF AN - 01501526 AU - Zhao, Z AU - Uddin, N AU - John Wiley & Sons, Incorporated TI - Use of Weigh-In-Motion Data for Site-Specific LRFR Bridge Rating SN - 9781848214156 PY - 2012 SP - pp 429-439 AB - This paper focuses on the development of live load factors for use on state-owned bridges in Alabama. Truck weigh-in-motion (WIM) data are used to develop the factors, which are calibrated with the statistical methods from the original development of AASHTO's Load and Resistance Factor Rating (LRFR) Manual. Five WIM sites are investigated. Data on truck volumes, seasonal and directional variations, and WIM data collection windows is evaluated. Also described are Alabama's jurisdictional and enforcement characteristics the calibration process and WIM data filtering, sorting, and quality control. The state-specific live load factors developed, which are smaller than those in the LRFR manual, are recommended to the Alabama Department of Transportation to more efficiently rate the state's bridges. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Bridges KW - Data collection KW - Load and resistance factor design KW - Load factor KW - Ratings KW - Traffic loads KW - Weigh in motion UR - https://trid.trb.org/view/1277172 ER - TY - CONF AN - 01501514 AU - Weiss, F AU - Spindler, T AU - John Wiley & Sons, Incorporated TI - Weigh-In-Motion on the Köhlbrand Bridge in the Port of Hamburg SN - 9781848214156 PY - 2012 AB - This paper focuses on the weigh-in-motion (WIM) system that was installed on the Köhlbrand bridge by the Hamburg Port Authority (HPA) and Traffic Data Systems GmbH (TDS). The cable-stayed bridge, which spans 3,618m and connects the port of Hamburg with highway A7, carries vehicles up to 40 tons traveling at a maximum speed of 50 km/h. Any vehicles weighing more than 40 tons must obtain a special permit. Inconsistencies in the number of permits led HPA to install the WIM system to monitor traffic. Here, the authors examine the WIM pre-installation analysis, installation, and results of ongoing permanent measurement. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Cable stayed bridges KW - Long span bridges KW - Permits KW - Port of Hamburg KW - Weigh in motion KW - Weigh in motion scales UR - https://trid.trb.org/view/1277174 ER - TY - CONF AN - 01501505 AU - De Beer, M AU - Sallie, I AU - John Wiley & Sons, Incorporated TI - An Appraisal of Mass Differences Between Individual Tyres, Axles and Axle Groups of a Selection of Heavy Vehicles in South Africa SN - 9781848214156 PY - 2012 SP - pp 514-523 AB - One ongoing challenge for road pavement design is the accurate quantification of traffic loading (or mass). Since the 1990s, South African has used a Stress-in-Motion (SIM) system that concentrates on the interaction forces between slow moving tyres and the textured road surface. In 2003, a field study featuring 2,666 Heavy Vehicles (HVs) with Gross Combination Mass (GCM) greater than 3.5 kg was conducted. This study measured the mass (or weight ) of each tyre during slow speed over a flat-bed textured SIM device on a flat, smooth, rigid concrete platform next to National Route 3 (N3). Data was collected on interwheel and axle unit mass variation. Results revealed unequal tyre, axle and axle group load sharing, thus challenging the road design assumptions of equal load sharing between these heavy vehicles' tyres, axles, and axle groups. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Axles KW - Gross vehicle weight KW - Heavy vehicles KW - Highway design KW - Mass KW - South Africa KW - Stress-in-motion KW - Tires KW - Traffic loads KW - Weigh in motion UR - https://trid.trb.org/view/1277180 ER - TY - CONF AN - 01499928 AU - Mintsis, G AU - Taxiltaris, C AU - Basbas, S AU - Karlaftis, M AU - John Wiley & Sons, Incorporated TI - Trends in HGV Performance in the Main Greek Road Network: Lessons to Learn SN - 9781848214156 PY - 2012 SP - pp 326-335 AB - In this paper, the authors review the findings from two studies on the dynamic characteristics of Heavy Goods Vehicles (HGVs) in the main interurban Greek road network. The studies were conducted in Greece from 2000 to 2003 and used weigh-in-motion (WIM) technology. This research sought to identify trends in the values of basic parameters that define HGV performance and to develop low cost methods for defining HGV impacts on pavement using simple traffic volume and classification counts. The analysis of two coefficients--Vehicle Class Equivalence Coefficient (VCEC) and Area Equivalence Coefficient (AEC) were considered for different vehicle classes and sites, allowing for a description gross and axle weight of HGVs per vehicle class. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Coefficients KW - Greece KW - Intercity transportation KW - Road networks KW - Traffic volume KW - Trend (Statistics) KW - Trucks KW - Vehicle classification KW - Vehicle performance KW - Weigh in motion UR - https://trid.trb.org/view/1277163 ER - TY - CONF AN - 01499924 AU - Zelelew, H AU - Senn, K AU - Papagiannakis, A T AU - John Wiley & Sons, Incorporated TI - Assessment of Weigh-In-Motion (WIM) Systems: A Nationwide Survey SN - 9781848214156 PY - 2012 SP - pp 305-313 AB - Among the tools used by State Highway Agencies (SHAs) to collect traffic data are weigh-in-motion (WIM) sensors, advanced traffic data collection systems used to count, classify and weigh vehicles in motion. In order to identify problems in the WIM equipment and parent structures, it is critically important to periodically assess WIM systems. The paper presents results of a national survey on WIM systems maintained by SHAs. WIM equipment type, installation and calibration methods, costs, maintenance contracts, warranties and vendor support services were assessed. The authors suggest that agencies can be assisted in optimizing resources for the WIM programs by this research. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Data collection KW - Equipment maintenance KW - Sensors KW - State highway departments KW - Systems analysis KW - Traffic surveys KW - Weigh in motion KW - Weigh in motion scales UR - https://trid.trb.org/view/1277161 ER - TY - CONF AN - 01499922 AU - Slavik, M AU - Wet, G De AU - John Wiley & Sons, Incorporated TI - Checking WIM Axle-Spacing Measurements SN - 9781848214156 PY - 2012 SP - pp 282-291 AB - This paper focuses on the axle spacing measurement as obtained from weigh-in-motion (WIM) data, including the error rating. On average, the axle spacing between the 2nd and 3rd axle is 1.35 m. Speed measurement done by inductive loops provides the speed measurement, while the weighing sensor allows for the time measurement. Therefore, the soundness of the WIM's operating condition is reflected in the magnitude of error. Error rating, ERas23, quantifies the WIM's operating soundness, and excessive values of ERas23 suggest possible instrumentation faults and the need for WIM repair. The paper presents graphs of trends demonstrating practical application and experiences with ERas23 in South Africa. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Axle spacing KW - Axles KW - Loop detectors KW - Sensors KW - Speed measurement KW - Time measurements KW - Weigh in motion UR - https://trid.trb.org/view/1277159 ER - TY - CONF AN - 01499918 AU - Mai, D AU - Turochy, R E AU - Timm, D H AU - John Wiley & Sons, Incorporated TI - Quality Control of Alabama Weigh-In-Motion Data from Data User Perspective And Development of MPEDG Traffic Inputs SN - 9781848214156 PY - 2012 SP - pp 258-271 AB - In this paper, the authors introduce a procedure for quality control (QC) of weigh-in-motion (WIM) data from Alabama, as well as a process for developing reliable mechanistic-empirical pavement design guide (MEPDG) traffic inputs. On the basis that QC processes should include simple threshold checks and more data-driven rational checks, the proposed QC process includes an axle load spectra (ALS) peak range check, an ALS peak-shift analysis, and an ALS correlation analysis to quantify a rational approach to QC. The study uses 2006-2008 WIM data from Station 911 in Alabama and develops a process to convert raw TrafLoad outputs into MEPDG-recognized traffic inputs. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Alabama KW - Axle loads KW - Load spectra KW - Mechanistic-Empirical Pavement Design Guide KW - Quality control KW - Traffic data KW - Weigh in motion UR - https://trid.trb.org/view/1277157 ER - TY - CONF AN - 01499911 AU - Lees, A AU - John Wiley & Sons, Incorporated TI - High Speed Weigh-in-Motion in the UK SN - 9781848214156 PY - 2012 SP - pp 317-325 AB - Research projects by the Transport Research Laboratory in the 1960s provided the first look at high speed weigh-in-motion (WIM) in the United Kingdom. However, it was not until 1994 that the Department for Transport, Environment and the Regions began installing high speed WIM sites on the English trunk road network, thus marking the start of WIM as a regularly used tool. These high speed WIM sites served to provide data for a statistical survey and background information for England's Highway Agency pavement design team. In this paper, the author compares 1997 data from those original sites to data collected 10 years later. The expansion of high speed WIM in the UK, its current uses and its accuracy level are described. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Data quality KW - Primary highways KW - Road networks KW - Traffic data KW - United Kingdom KW - Weigh in motion UR - https://trid.trb.org/view/1277162 ER - TY - CONF AN - 01499900 AU - Poulikakos, L D AU - Heutschi, K AU - Soltic, P AU - John Wiley & Sons, Incorporated TI - Environmental Impact of Heavy Vehicles Based on Noise, Axle Load and Gaseous Emissions SN - 9781848214156 PY - 2012 SP - pp 336-347 AB - The number of heavy vehicles is rising, which has a direct impact on both the environment and infrastructure. As a result, efforts must be made to reduce the environmental impact of heavy vehicles to ensure a sustainable transportation system. In Switzerland, the Heavy Vehicle Fee (LSVA) has developed a bonus system to reward vehicles with a small environmental footprint. Weigh-in-motion (WIM) sensors were built parallel to a LSVA monitoring site in 2009 on the A1 motorway between Zürich and Bern, offering the chance to combine environmentally relevant heavy vehicle parameters. Here, the authors present an examination of vehicles from a combined LSVA and WIM site. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Axle loads KW - Environmental impacts KW - Exhaust gases KW - Heavy vehicles KW - Noise KW - Sensors KW - Sustainable transportation KW - Switzerland KW - Weigh in motion UR - https://trid.trb.org/view/1277164 ER - TY - CONF AN - 01499898 AU - Walker, D AU - Cebon, D AU - John Wiley & Sons, Incorporated TI - The Metamorphosis of LTPP Traffic Data SN - 9781848214156 PY - 2012 SP - pp 272-281 AB - This paper examines the history of traffic data collection activities used by the US Federal Highway Administration's Long-Term Pavement Performance (LTPP) Program. The authors explore the program's evolution, beginning with its original plan in the late 1980s when it envisaged highway agencies' use of low cost traffic data collection systems at 2,500 test sites. When this plan became no longer viable, a new plan was developed to collect research quality traffic data from fewer sites, a strategy that has resulted in the collection of the largest repository of high-quality traffic data ever seen. In addition to the LTPP program's data collection history, technical details of the revised plan are presented, as are financing and contracting arrangements and a summary of results. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Long-Term Pavement Performance Program KW - Data collection KW - History KW - Pavement performance KW - Traffic data KW - U.S. Federal Highway Administration KW - Weigh in motion UR - https://trid.trb.org/view/1277158 ER - TY - CONF AN - 01499897 AU - Janes, V AU - Klein, E AU - Romon, S AU - Schmidt, F AU - Doan, H Pham AU - John Wiley & Sons, Incorporated TI - Designing WIM Data Aggregating Systems SN - 9781848214156 PY - 2012 SP - pp 292-304 AB - This paper describes two initiatives to make weigh-in-motion (WIM) data more accessible and better implemented. The first is the European FiWi database, an update of the COST323 database hosted by the International Society for WIM (ISWIM). The second is the Système d'Information Trafic Lourd/Heavy Traffic Information System (SITL), an information and WIM data processing system based on open-source software that demonstrates a formal data model. The paper describes the structure and management of these projects, which aim to serve and strengthen the WIM user community by mutual understanding and promotion of common tools. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Data aggregation KW - Data collection KW - Databases KW - System design KW - Weigh in motion UR - https://trid.trb.org/view/1277160 ER - TY - CONF AN - 01499896 AU - Koniditsiotis, C AU - Coleman, S AU - Cai, D AU - John Wiley & Sons, Incorporated TI - Bringing Heavy Vehicle On-Board Mass Monitoring to Market SN - 9781848214156 PY - 2012 SP - pp 348-365 AB - Federal, State and Territory governments in Australia are using telematics to improve heavy vehicle road access via the Intelligent Access Program (IAP), administered by Transport Certification Australia (TCA). The IAP is a voluntary program through which enrolled heavy vehicles can have improved access to the road network in exchange for being monitored by vehicle telematics for compliance with specific access conditions. The TCA is also involved with the monitoring of heavy vehicle On-Board Mass (OBM), a technology that uses on-board sensors to monitor heavy vehicle weight. The authors discuss the latest activities of the Australia Intelligent Access Program and the development of the On-Board Mass monitoring. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Australia KW - Heavy vehicles KW - Intelligent Access Programme KW - Intelligent transportation systems KW - Monitoring KW - Road networks KW - Telematics KW - Vehicle electronics KW - Weigh in motion UR - https://trid.trb.org/view/1277165 ER - TY - CONF AN - 01498948 AU - Diaz, R AU - John Wiley & Sons, Incorporated TI - WIM Systems in Chile, A Successful Experience SN - 9781848214156 PY - 2012 SP - pp 121-128 AB - For the last 30 years, Chile has used weigh-in-motion (WIM) systems, which replaced static weigh. The use of these systems has allowed for efficiency in vehicle weight control, resulting in savings in maintenance costs and road conservation for the State. When first implemented, WIM technology registered a rate of 15% over load vehicles; in 2011, the rate was less than 2%. Controlled vehicles numbered slightly more than 1 million in 1981 and had reached 12 million in 2011. Operating time has been greater than 98% over the last 10 years. The use of WIM systems in Chile has allowed for progressive increase in the number of vehicles controlled, earning the country international recognition. As a result, many Latin American countries have implemented similar systems. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Automated vehicle control KW - Chile KW - Overload vehicles KW - Vehicle weight KW - Weigh in motion scales UR - https://trid.trb.org/view/1267057 ER - TY - CONF AN - 01498944 AU - Jacob, B AU - van Loo, H AU - John Wiley & Sons, Incorporated TI - Standardization of Weigh-in-Motion in Europe SN - 9781848214156 PY - 2012 SP - pp 165-186 AB - In this paper, the authors review recent developments in Europe's weigh-in-motion (WIM) systems, highlighting the Forum of European Highway Research Laboratory's FiWi project initiative. FiWi project members wrote and submitted an updated version of the COST323 specification (the pre-standard to WIM systems for the last 10 years) to the European Committee on Standardization (CEN). This paper also describes the requirements needed to develop a complementary standard in order to address the direct enforcement of WIM. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Europe KW - European Committee for Standardization KW - Forum of European National Highway Research Laboratories KW - Specifications KW - Standardization KW - Weigh in motion UR - https://trid.trb.org/view/1267717 ER - TY - CONF AN - 01498938 AU - Rafalski, L AU - Karkowski, M AU - Dolega, C AU - Wrobel, J AU - John Wiley & Sons, Incorporated TI - ANPR-MMR and WIM for Detection of Overloaded Vehicles SN - 9781848214156 PY - 2012 SP - pp 129-140 AB - Overloaded vehicles can cause road damage and dangerous traffic accidents. Standard weigh-in-motion (WIM) solutions are designed to capture axle weight and gross vehicle weight and are used to detect vehicles that have exceeded allowed weights. However, standard solutions can detect overloaded trucks but not overloaded vans. The authors propose a solution that combines video recognition and WIM solutions that allow for the detection of overloaded vehicles. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Automatic vehicle detection and identification systems KW - Axle loads KW - License plates KW - Loop detectors KW - Overload vehicles KW - Trucks KW - Vans KW - Vehicle make KW - Vehicle model KW - Vehicle weight KW - Video KW - Weigh in motion UR - https://trid.trb.org/view/1267058 ER - TY - CONF AN - 01498934 AU - Schuildhauer, C AU - Sik, R AU - John Wiley & Sons, Incorporated TI - Modern Calibration and Verification Techniques of WIM Data SN - 9781848214156 PY - 2012 SP - pp 187-196 AB - In this paper, the authors discuss ways in which calibration and verification of weigh-in-motion (WIM) data has changed with the evolution of WIM equipment in the sensor and logger technology fields. Traditional calibration and verification methods are described and suggestions are offered on how to implement more reliable in-field and statistical calibration and verification methods. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Calibration KW - Data collection KW - Traffic data KW - Verification KW - Weigh in motion KW - Weigh in motion scales UR - https://trid.trb.org/view/1267739 ER - TY - CONF AN - 01498931 AU - Cornu, D AU - Wuethrich, C AU - John Wiley & Sons, Incorporated TI - Testing and Certification of WIM System SN - 9781848214156 PY - 2012 SP - pp 176-186 AB - New high-end applications for weigh-in-motion (WIM) systems have increased the need for system performance assessment, testing and certification norms. In this paper, the authors present results of extensive WIM systems' tests, designed to assess sensor and system performance according to different international norms and to evaluate differences between norms as a basis for new certification procedures. The tests, which were based on Lineas quartz sensors, were performed in both a climatic chamber and on the road. The Swiss Federal Office of Metrology (METAS) performed the tests according to OIML R134 specifications, and methods including COST323, ASTM E-1318 and YONA were used to analyze the results. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Certification KW - Lineas Weigh-In-Motion KW - Performance based specifications KW - Performance tests KW - Sensors KW - Testing KW - Weigh in motion KW - Weigh in motion scales UR - https://trid.trb.org/view/1267723 ER - TY - CONF AN - 01498924 AU - Dowling, J AU - González, A AU - O'Brien, E AU - Jacob, B AU - John Wiley & Sons, Incorporated TI - Experimental Testing of a Multiple Sensor Bridge Weigh-in Motion Algorithm in an Integral Bridge SN - 9781848214156 PY - 2012 SP - 99-108 AB - Using experimental data from an integral bridge in France, this study tests a new bridge weigh-in-motion (WIM) algorithm that uses strain sensors at multiple longitudinal locations. At the core of the algorithm is an optimization procedure that seeks to minimize the difference between static theory and measurement. The procedure is applied to a set of equations formulated at the scan of the bridge WIM system to give a time history of the calculated axle weights. This is in contrast to the single unique value calculated for each axle weight that is more common in bridge WIM algorithms. The algorithm proposed in this study uses a robust moving average filter to remove many effects of dynamics. The authors also investigate a calibration procedure based on using trucks from ambient traffic and they examine the effect of the number of calibration vehicles on accuracy. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Algorithms KW - Axle loads KW - Calibration KW - Experiments KW - France KW - Jointless bridges KW - Sensors KW - Strain (Mechanics) KW - Vehicle weight KW - Weigh in motion UR - https://trid.trb.org/view/1267055 ER - TY - CONF AN - 01498917 AU - Burnos, P AU - Gajda, J AU - Sroka, R AU - Stencel, M AU - Żegleń, T AU - John Wiley & Sons, Incorporated TI - Traffic-1, User Tailored Measuring System of Road Traffic Parameters SN - 9781848214156 PY - 2012 SP - pp 109-118 AB - This paper describes Traffic-1, an innovative new prototype system for road traffic measurement that can be tailored to meet user measurement needs. The system has nine signals conditioning modules, each of which can recognize difference configurations of traffic sensors and activate appropriate data processing algorithms. The authors describe the structure of the system, focusing on the innovations developed through years of research. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Algorithms KW - Innovation KW - Loop detectors KW - Traffic measurement KW - Vehicle classification KW - Weigh in motion UR - https://trid.trb.org/view/1267056 ER - TY - CONF AN - 01498903 AU - Rodriguez-Ruiz, J I AU - Tarefder, R A AU - John Wiley & Sons, Incorporated TI - Weigh-in-Motion Data: Quality Control Axle Load Spectra and Influence on Pavement Design SN - 9781848214156 PY - 2012 SP - pp 248-257 AB - Currently, the New Mexico Department of Transportation (NMDOT) operates 14 weigh-in-motion (WIM) stations, which collect weight and classification data throughout the state. In this paper, the quality of the traffic data collected by NMDOT and its influence on mechanistic-empirical design are studied, using weight data from five WIM sites in 2009. A set of algorithms implemented in Visual Basic Application are used to perform the quality data checks. Data quality is assessed by determining the influence of axle load spectra on predicted pavement performance, and an algorithm is used to produce a positive and negative calibration bias in the WIM data. Among the findings are the determination that the bending plate sites provide high quality WIM data compared to piezoelectric systems. Rutting, alligator cracking, longitudinal cracking, transverse cracking and International Roughness Index (IRI) are predicted using the Mechanistic-Empirical Pavement Design Guide (MEPDG). U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Algorithms KW - Axle loads KW - Calibration KW - Data quality KW - Mechanistic-empirical pavement design KW - New Mexico Department of Transportation KW - Pavement cracking KW - Quality control KW - Traffic data KW - Vehicle weight KW - Weigh in motion UR - https://trid.trb.org/view/1268079 ER - TY - CONF AN - 01498891 AU - Doupal, E AU - Kriz, I AU - Stamberg, R AU - Cornu, D AU - John Wiley & Sons, Incorporated TI - One Year "WIM Direct Enforcement" Experiences in Czech Republic SN - 9781848214156 PY - 2012 SP - pp 141-151 AB - The Czech Republic has become the first country in the world to allow the use of high speed weigh-in-motion (HS-WIM) systems for weighing road vehicles while the vehicles are moving along their routes. In 2011, various WIM systems were certified according to a Czech national regulation designed and elaborated by the Czech Metrology Institute (CMI), which considered important international documents used in the field of WIM. This regulation governs the testing of type approvals and verification. In this paper, the authors present the critical parts of the regulation regarding the metrological and technical requirements. They also describe simulated functional laboratory tests that were carried out for verification of system resistance to environmental effects as well as WIM tests conducted in road traffic, which a manufacturer applying for a type approval certificate or verification would undergo. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Certification KW - Czech Republic KW - Gross vehicle weight KW - Regulation KW - Traffic law enforcement KW - Weigh in motion KW - Weigh in motion scales UR - https://trid.trb.org/view/1267707 ER - TY - CONF AN - 01498889 AU - Klein, E AU - Stanczyk, D AU - Ieng, S -S AU - John Wiley & Sons, Incorporated TI - Improvement of Weigh-in-Motion Accuracy by Taking into Account Vehicle Lateral Position SN - 9781848214156 PY - 2012 SP - pp 228-236 AB - In this paper, the authors describe research on the effect of vehicle lateral position on road sensor weigh-in-motion (WIM) accuracy. The research was conducted by the Institut français des sciences et technologies des transports (IFSTTAR) and CETE de l'Est using piezoceramic strip sensors. The study examines refinement of the automated calibration process, introduces an off-centered vehicle sorting out method, and describes a signal processing method. Previous theoretical and lab studies are partially confirmed by the results, which the authors suggest could lead to a significant improvement in WIM accuracy by removing bias due to wheel lateral position. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Accuracy KW - Calibration KW - Lateral placement KW - Piezoceramic sensors KW - Sensors KW - Signal processing KW - Vehicle sorting KW - Weigh in motion KW - Weigh in motion scales UR - https://trid.trb.org/view/1268023 ER - TY - CONF AN - 01498875 AU - Middleton, D AU - John Wiley & Sons, Incorporated TI - Integration of Weigh-in-Motion Technology into NIST's Handbook 44 SN - 9781848214156 PY - 2012 SP - pp 152-161 AB - This paper describes efforts by the Federal Highway Administration (FHWA) to integrate weigh-in-motion (WIM) technology into the National Institute of Standards of Technology (NIST) Handbook 44: Specification, Tolerances and Other Technical Requirements for Weighing and Measurement Devices. This effort was brought on by the FHWA Office of Freight Management and Operation's recognition of the need to encourage uniformity in WIM systems’ design, testing, installation, and performance. FHWA also hopes to encourage prosecution agencies' acceptance of the validity of WIM technology in supporting commercial motor vehicle (CMV) weight enforcement. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Commercial vehicles KW - Handbooks KW - National institute of Standards and Technology KW - Standards KW - Technology KW - Vehicle weight KW - Weigh in motion KW - Weigh in motion scales UR - https://trid.trb.org/view/1267709 ER - TY - CONF AN - 01498873 AU - Leal, J AU - John Wiley & Sons, Incorporated TI - Evaluation of Several Piezoelectric WIM Systems SN - 9781848214156 PY - 2012 SP - pp 218-227 AB - This study compares the performance of three weigh-in-motion (WIM) piezoelectric systems of permanent installation in road pavement. The testing included an initial assessment of the systems' accuracy just after calibration, a monitoring during more than five months, and an in-service evaluation of system accuracies after the five-month period. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Accuracy KW - Alternatives analysis KW - Data quality KW - Pavements KW - Performance tests KW - Piezoelectricity KW - Weigh in motion KW - Weigh in motion scales UR - https://trid.trb.org/view/1268022 ER - TY - CONF AN - 01498866 AU - Walker, D AU - Selezneva, O AU - Wolf, D J AU - John Wiley & Sons, Incorporated TI - Findings from LTPP SPS WIM Systems Validation Study SN - 9781848214156 PY - 2012 SP - pp 237-247 AB - Findings from weigh-in-motion (WIM) validations conducted at 24 Long-Term Pavement Performance (LTPP) Specific Pavement Study (SPS) test sites are presented in this paper. The test sites spanned 21 states in the U.S. The authors identify trends observed between sites, which were equipped with different WIM systems, and offer recommendations on improvements for WIM system verification and calibration processes. By analyzing the performance of SPS WIM equipment, research quality data can be obtained, and it can be determined whether WIM system accuracy is a function of pavement smoothness, speed, temperature, truck characteristics, and WIM sensor type. Additionally, the effectiveness of current processes for validation of SPS WIM scales can be determined and recommendations can be made for improving the validation process. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Calibration KW - Pavement performance KW - Validation KW - Weigh in motion KW - Weigh in motion scales UR - https://trid.trb.org/view/1268024 ER - TY - CONF AN - 01498859 AU - De Wet, G AU - John Wiley & Sons, Incorporated TI - Data-based WIM Calibration and Data Quality Assessment in South Africa SN - 9781848214156 PY - 2012 SP - 209-217 AB - Inaccuracies of weigh-in-motion (WIM) scales can lead to data errors and misuse that impact pavement design and control efforts. In recent years, South Africa's WIM systems have begun to use a data-based method for retrospective calibration and to assess data quality. About 50 systems on major toll roads (about 1,300 km of national roads) currently use the Truck Tractor (TT) method, which is described in this paper. This method employs data quality checking parameters including the standard deviations of truck-tractor and front axle loads, average front axle loads, stability of calibration factors, and front axle/truck-tractor load rations (FTR). An error rating for axle spacing measurements (ERas23) was recently added to the list of data quality checks for the TT method, which continues to gain momentum in its usage. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Axle loads KW - Calibration KW - Data quality KW - South Africa KW - Truck tractors KW - Weigh in motion KW - Weigh in motion scales UR - https://trid.trb.org/view/1268021 ER - TY - CONF AN - 01498853 AU - Burnos, P AU - John Wiley & Sons, Incorporated TI - Enhanced Autocalibration of WIM Systems SN - 9781848214156 PY - 2012 SP - pp 197-208 AB - This paper describes autocalibration of weigh-in-motion (WIM) systems, the algorithm of which allows for ongoing compensation of factors interfering with system accuracy. Simulation test results are presented that have been supported through measuring experiments on a WIM site equipped with two piezoelectric polymer load sensors. The predominance of the autocalibration method over the preliminarilly weighed vehicles calibration method is proven by the test results. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Algorithms KW - Calibration KW - Piezoelectricity KW - Sensors KW - Simulation KW - Vehicle weight KW - Weigh in motion KW - Weigh in motion scales UR - https://trid.trb.org/view/1268020 ER - TY - CONF AN - 01497164 AU - Žnidarič, A AU - Lavrič, I AU - Kalin, J AU - Kreslin, M AU - John Wiley & Sons, Incorporated TI - Using Strips to Mitigate the Multiple-Presence Problem of BWIM Systems SN - 9781848214156 PY - 2012 SP - pp 89-98 AB - The authors discuss inaccurate results from bridge weigh-in-motion (BWIM) system due to their inability to measure more than one vehicle on the bridge, particularly if vehicles are meeting close to the center of the measured span. Errors can result when using traditional linear algorithms and distributing the global loading effect among different vehicles. The authors propose strips that consider the transverse position of the vehicles on the bridge. Unlike two-dimensional influence surfaces, which require complex calculation and system calibration, the proposed method is both computationally efficient and does not require changing the calibration system. The results of the study demonstrate that using strips in the BWIM calculation increases the accuracy of the results. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Accuracy KW - Bridges KW - Calibration KW - Multiple vehicles KW - Strips KW - Traffic volume KW - Vehicle presence KW - Weigh in motion KW - Weigh in motion scales UR - https://trid.trb.org/view/1265751 ER - TY - CONF AN - 01496971 AU - Burnos, P AU - John Wiley & Sons, Incorporated TI - Automatic Vehicle Classification for WIM Systems SN - 9781848214156 PY - 2012 SP - pp 22-32 AB - Automatic weigh-in-motion (WIM) systems require a unique classification of vehicle type and chassis characteristics. In this paper, the author presents a novel method of automatic vehicle classification called ALT (ALTernative). ALT's characteristic feature is its open structure, which allows users to adjust the number of vehicles category according to individual needs. Data fusion methods and fuzzy sets are used by this system, which is compared with other axle-based classification schemes in this study. Test results found ALT's classification to be highly effective while retaining high selectivity of division. The effectiveness of classification of all vehicles was 95% and 100% for goods trucks. One drawback of the ALT method may be that it requires accurate measurement of vehicle axle spacing and length. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Algorithms KW - Automatic vehicle classification KW - Data fusion KW - Fuzzy sets KW - Weigh in motion UR - https://trid.trb.org/view/1265587 ER - TY - CONF AN - 01496951 AU - Yamaguchi, E AU - Ogami, Y AU - Matsuki, Y AU - John Wiley & Sons, Incorporated TI - Bridge Weigh-in-Motion by Strain Measurement of Transverse Stiffeners SN - 9781848214156 PY - 2012 SP - pp 53-62 AB - Good bridge maintenance schemes rely on knowing how truck loads act upon the bridge, and weigh-in-motion techniques are increasingly in demand as bridges in Japan age rapidly and require economical and practical bridge maintenance. Bridge weigh-in-motion (B-WIM) is based on the deformation of a bridge and has gotten much attention in Japanese bridge engineering due to its lower cost in comparison to conventional pavement scales. B-WIM involves primarily measuring the strain of the main girder, but also measuring the strains of transverse stiffeners can provide useful supplemental information. In this study, the authors conduct B-WIM using only the strains of transverse stiffeners, employing an integrated method called BWIM-IT. They conclude that careful selection of transverse stiffeners allow for the accurate estimation of truck loads using only those strains, and they find their method to be simple and cost effective. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Bridge construction KW - Deformation KW - Japan KW - Maintenance KW - Strain measurement KW - Transverse stiffeners KW - Weigh in motion UR - https://trid.trb.org/view/1265748 ER - TY - CONF AN - 01496950 AU - Zhao, Z AU - Uddin, N AU - O'Brien, E AU - John Wiley & Sons, Incorporated TI - Field Verification of a Filtered Measured Moment Strain Approach to the Bridge Weigh-in-Motion Algorithm SN - 9781848214156 PY - 2012 SP - pp 63-78 AB - An algorithm developed by Moses (1979) provides the basis for most commercially available Bridge weigh-in-motion (B-WIM) systems, which are generally considered acceptable for estimating Gross Vehicle Weight. However, those systems may not be adequate for estimating single axle loads. In this study, the authors describe a method that filters the strain signal corresponding to the truck dynamic loads, boundary conditions and vibration, and other factors, followed by the application of Moses’ algorithm. Using the SiWIM BWIM system, the authors test their approach on a U.S. Interstate Highway 78 bridge structure in Alabama. Their results demonstrate a substantial improvement in accuracy and provide a better understanding of the complicated effects of the highway bridge. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Axle loads KW - Dynamic loads KW - Gross vehicle weight KW - Highway bridges KW - Interstate 78 KW - Moments (Mechanics) KW - Strain (Mechanics) KW - Weigh in motion UR - https://trid.trb.org/view/1265749 ER - TY - CONF AN - 01496917 AU - O'Brien, E AU - Hajializadeh, D AU - Uddin, N AU - Robinson, D AU - Opitz, R AU - John Wiley & Sons, Incorporated TI - Strategies for Axle Detection in Bridge Weigh-in-Motion Systems SN - 9781848214156 PY - 2012 SP - pp 79-88 AB - Bridge weigh-in-motion (BWIM), a system that uses strain sensors to calculate the weights of trucks passing on bridges overhead, requires accurate axle location and speed information for effective performance. Sensors under the bridge called Free-of-Axle Detector or Nothing-on-Road (NOR) BWIM perform the axle detection; a data acquisition system detects a peak in the strain sensor as the axle passes. The system is often successful, but presents challenges for beam-and-slab bridges with deep beams. With these bridges, the slabs are used for axle detection, but peaks in the slab strains are sensitive to the transverse position of wheels on the beam. In this paper, alternative strategies for axle detection with a range of bridge types and spans are examined. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Axle loads KW - Bridges KW - Detection and identification KW - Slabs KW - Weigh in motion KW - Weigh in motion scales UR - https://trid.trb.org/view/1265750 ER - TY - CONF AN - 01496897 AU - Abercrombie, R AU - Ferragut, E AU - Boone, S AU - John Wiley & Sons, Incorporated TI - Hidden Markov Modeling for Weigh-in-Motion Estimation SN - 9781848214156 PY - 2012 SP - pp 13-21 AB - In this paper, the authors describe a hidden Markov model to reduce errors in static weight measurement due to complex vehicle oscillations of a system of discrete masses. Oscillations that occur as a vehicle traverses the weigh-in-motion (WIM) system can cause these errors, which result from true dynamic forces acting on the sensors. The oscillations are presently reduced by a smooth, flat, level approach and constant, slow speed driving in a straight line. This inherent variability is used in the authors' model to determine the true total weight and individual axle weights of a vehicle. In this study, the model estimation converged to within 1% of the true mass for simulated data, and the method's computational demands took only seconds to run on a desktop computer. The authors suggest that, while their method accurately estimates the mass coefficient, the subtlety of the spring and damping coefficient may make estimation difficult without longer runs of the measurement. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Estimating KW - Markov processes KW - Mathematical models KW - Oscillation KW - Weigh in motion KW - Weight measurement UR - https://trid.trb.org/view/1265586 ER - TY - CONF AN - 01496894 AU - Bajwa, R AU - Coleri, E AU - Flores, C AU - Rajagopal, R AU - Kavaler, R AU - Varaiya, P AU - Wild, B AU - John Wiley & Sons, Incorporated TI - An Experimental Wireless Accelerometer-Based Sensor System for Applications to WIM and Vehicle Classification SN - 9781848214156 PY - 2012 SP - pp 3-12 AB - Truck classification and weight data are used by transportation agencies to enforce weight limits, charge fees, and assess pavement damage. In this paper, the authors describe the Sensys Wireless Weigh-in-Motion (SW-WIM), an experimental, accelerometer-based system for vehicle classification and estimation of axle load and pavement displacement. Using this system, speed is measured using magnetometer sensors and pavement vibration measured via four arrays of accelerometer sensors. Sensor measurements are sent wirelessly to a server to estimate axle load and classify vehicles. Four sets of test results are provided on: 1) repeatability of sensor measurements; 2) pavement displacement estimates versus deflection sensor estimates; 3) axle detection; and 4) estimates of axle load by SW-WIM versus those from a Caltrans WIM station on I-80W. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Accelerometers KW - Axle loads KW - Dislocation (Geology) KW - Pavements KW - Sensors KW - Vehicle classification KW - Weigh in motion KW - Wireless communication systems UR - https://trid.trb.org/view/1265585 ER - TY - CONF AN - 01496859 AU - Ieng, S -S AU - Zermane, A AU - Schmidt, F AU - Jacob, B AU - John Wiley & Sons, Incorporated TI - Analysis of B-WIM Signals Acquired in Millau Orthotropic Viaduct Using Statistical Classification SN - 9781848214156 PY - 2012 SP - pp 43-52 AB - Moses (1979) first introduced the concept of bridge weigh-in-motion (B-WIM), which calculates axle loads using measurements from strain sensors installed under bridges when vehicles cross the bridge overhead. These systems have been successfully tested on concrete bridges, and in this study, the authors examine the use of B-WIM in the viaduct of Millau, a cable-stayed bridge with an orthotropic deck. They suggest that B-WIM cannot be used directly because of the localized influence of axle loads on the structure. Instead, they propose a method, based on the statistical supervised classification algorithms, that classifies signals into three classes: clean signal class, slightly noisy signal class, and strongly noisy signal class. The study suggests that the first two classes should be used for axle load estimation for some WIM applications such as enforcement. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Algorithms KW - Cable stayed bridges KW - Classification KW - Millau (France) KW - Orthotropic bridge deck KW - Signals KW - Statistical analysis KW - Viaducts KW - Weigh in motion UR - https://trid.trb.org/view/1265591 ER - TY - CONF AN - 01496848 AU - Schmidt, F AU - Jacob, B AU - John Wiley & Sons, Incorporated TI - Experimentation of a Bridge WIM System in France and Applications to Bridge Monitoring and Overload Screening SN - 9781848214156 PY - 2012 SP - pp 33-42 AB - For 15 years, bridge weigh-in-motion (B-WIM) systems have been studied in France, including through experiments conducted by the LCPC (now IFSTTAR) on steel orthotropic bridges within the WAVE European project. In this paper, the authors summarize experiments carried out from 1997 to 2010 and the applications of the collected data to bridge monitoring and overload screening. In addition, they analyze the influence of the bridge type and the weighting system's algorithm. The importance of sensor location in obtaining accurate results is highlighted, as are the challenges for bridge monitoring and maintenance. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Bridge decks KW - Experiments KW - France KW - Monitoring KW - Orthotropic plates KW - Overloads (Structural engineering) KW - Reinforced concrete bridges KW - Traffic loads KW - Weigh in motion UR - https://trid.trb.org/view/1265588 ER - TY - CONF AN - 01495306 AU - John Wiley & Sons, Incorporated TI - Proceedings of the International Conference on Weigh-In-Motion (ICWIM 6) SN - 9781848214156 PY - 2012 SP - 526p AB - The International Conference on Weigh-In-Motion (ICWIM 6) was held in conjunction with the North American Travel Monitoring Exhibition and Conference (NATMEC 2012). The papers contained in this proceedings were presented at six sessions including: Session 1: WIM Algorithms, Technology and Testing; Session 2: WIM for Enforcement; Session 3: WIM Standard, Calibration, Data Quality and Management; Session 4: WIM Implementation, ITS, Traffic Monitoring, Safety and Environment; Session 5: Application of WIM to Bridges; Session 6: Application of WIM to Pavements. U1 - 6th International Conference on Weigh-In-Motion (ICWIM 6)International Society for Weigh-In-MotionInstitut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR)International Transport ForumForum of European National Highway Research Laboratories (FEHRL)Transportation Research BoardFederal Highway AdministrationDallas,Texas,United States StartDate:20120604 EndDate:20120607 Sponsors:International Society for Weigh-In-Motion, Institut Francais des Sciences et Technologies des Transports, de l'Aménagement et des Réseaux (IFSTARR), International Transport Forum, Forum of European National Highway Research Laboratories (FEHRL), Transportation Research Board, Federal Highway Administration KW - Algorithms KW - Bridge design KW - Conferences KW - Implementation KW - Intelligent transportation systems KW - Pavement design KW - Standardization KW - Testing KW - Traffic surveillance KW - Weigh in motion UR - https://trid.trb.org/view/1264814 ER - TY - CONF AN - 01479940 JO - Transportation Research Board Conference Proceedings on the Web PB - Transportation Research Board AU - Turnbull, Katherine F TI - Using Census Data for Transportation Applications: Summary of a Conference PY - 2012 IS - 10 SP - 130p AB - This conference, Using Census Data for Transportation, brought together approximately 115 individuals from across the transportation communities at the national, state, regional, and local levels, and from the public and private sectors and academia. The conference focused on the critical role of census data in a wide range of transportation planning applications. The conference provided a forum for participants to share experiences with the use of census data in transportation planning and decision making. Participants also learned about recent and forthcoming census products. The conference further provided the chance to discuss opportunities, limitations, and challenges involved in using census data, data available from the private sector, and data from global positioning systems and other technologies. Finally, participants were able to discuss research and training needs associated with applying census data and data from other sources to transportation planning and decision making. This conference summary report follows the conference agenda. The presentations made in each session are summarized. The conference began with general sessions highlighting activities at the Census Bureau; data at the federal, state, and local levels were used. Breakout sessions included presentations on the use of census data and data from other sources for a wide range of transportation applications. Two breakout discussion group sessions allowed participants to share their ideas and experiences, discuss challenges and opportunities, and identify research and training needs. In addition, there were five discussion groups focused on different topics. The five topics were content specification; integration with other sources and private-sector data; data dissemination and data access, tools, and models; funding and institutional arrangements relating to the census and alternative sources; and research and professional development. The final general sessions included an update on research activities and a data power user’s forum. The discussion group leaders highlighted key points and common themes in the closing session. U1 - Using Census Data for Transportation ApplicationsTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationFederal Transit AdministrationIrvine,California,United States StartDate:20111025 EndDate:20111027 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration, Federal Transit Administration KW - Census KW - Conferences KW - Data access KW - Data files KW - Data integration KW - Data sources KW - Decision making KW - Demographics KW - Financing KW - Research KW - Transportation planning UR - http://www.trb.org/Publications/Blurbs/168840.aspx UR - https://trid.trb.org/view/1248967 ER - TY - RPRT AN - 01478793 AU - Riddle, Joey AU - Hinton, Daniel AU - Federal Highway Administration AU - South Carolina Department of Transportation TI - South Carolina Case Study: Systematic Intersection Improvements PY - 2012 SP - 20p AB - In 2007, the South Carolina Department of Transportation (SCDOT) and its safety partners defined the State’s “Road Map to Safety” in its formal Strategic Highway Safety Plan (SHSP). The goal was to reduce fatalities on South Carolina’s roadways to fewer than 784 by 2010, a 25 percent decrease from 2004. A secondary goal was to lower the number of traffic-related injuries by 3 percent. The SHSP identified 5 key Emphasis Areas and 24 specific targets to be addressed based on an extensive analysis of traffic crash data. Intersections were identified as one of nine target areas within the Serious Crash Type Emphasis Area. This report discusses the implementation of systematic intersection improvements in South Carolina. KW - Countermeasures KW - Crash rates KW - Highway safety KW - Implementation KW - Improvements KW - Intersections KW - South Carolina KW - Traffic crashes UR - http://safety.fhwa.dot.gov/intersection/resources/fhwasa12021/fhwasa12021.pdf UR - https://trid.trb.org/view/1247569 ER - TY - RPRT AN - 01478181 AU - Federal Highway Administration TI - Safe Roads for a Safer Future: A Joint Safety Strategic Plan PY - 2012 SP - 32p AB - The Federal Highway Administration (FHWA) Office of Safety, Office of Safety Research and Development, and Resource Center Safety and Design Technical Services Team have come together to develop this Safe Roads for a Safer Future – A Joint Safety Strategic Plan (hereafter referred to as the Safety Strategic Plan or SSP). The process brings together these safety units to focus on a common vision: toward zero deaths and serious injuries. The SSP communicates the shared safety vision and mission and identifies high-level strategic goals that will guide decisions on priorities and resources to accomplish the mission. The SSP’s vision, mission, and goals are summarized below: Vision: Toward zero deaths and serious injuries on the Nation’s roadways. Mission: Exercising leadership throughout the highway community to make the Nation’s roadways safer by: (1) Developing, evaluating, and deploying life-saving countermeasures; (2) Advancing the use of scientific methods and data-driven decisions; (3) Fostering a safety culture; and (4) Promoting an integrated, multidisciplinary (4E’s) approach to safety. Goals: Fifteen goals are grouped in four different perspectives: (1) Employee Learning and Growth (internal); (2) Business Practices/Internal Processes (internal); (3) Program and Service Delivery (external); and (4) Customers, Stakeholders, and Partners (external). The safety units will implement the SSP in close collaboration with all FHWA Headquarters and field offices. KW - Countermeasures KW - Decision making KW - Fatalities KW - Highway safety KW - Injuries KW - Strategic planning KW - U.S. Federal Highway Administration UR - http://safety.fhwa.dot.gov/ssp/ssp.pdf UR - https://trid.trb.org/view/1247246 ER - TY - RPRT AN - 01470758 AU - Mander, John B AU - Hurlebaus, Stefan AU - Murugesan Reddiar, Madhu Karthik AU - Scott, Reece M AU - Texas A&M University, College Station AU - Texas Department of Transportation AU - Federal Highway Administration TI - Guidelines for Determining the Capacity of D-Regions with Premature Concrete Deterioration of ASR/DEF PY - 2012 SP - 138p AB - When a bridge engineer encounters a design or analysis problem concerning a bridge substructure, the structure will commonly have a mixture of member types. When the structure possesses a mixture of beam (B-) regions and deep or disturbed (D-) regions the dilemma facing the structural engineer is: What method should one use for structural analysis and design? The issue becomes even more murky when a structure already exists, but shows signs of damage and deterioration from the effects of alkali-silica reaction (ASR), delayed ettringite formation (DEF), or other deterioration mechanisms. A Compatibility Strut-and-Tie Model (C-STM) that is intended for the nonlinear analysis of shear critical reinforced concrete structures is presented. In addition, guidelines are presented for determining the capacity of D-regions without and with premature concrete deterioration, in particular ASR and DEF effects. KW - Alkali silica reactions KW - Bridge substructures KW - Concrete bridges KW - Delayed ettringite formation KW - Deterioration KW - Reinforced concrete KW - Structural analysis KW - Strut and tie method UR - http://ntl.bts.gov/lib/46000/46700/46770/0-5997-P1.pdf UR - https://trid.trb.org/view/1238061 ER - TY - RPRT AN - 01470632 AU - Minnesota Department of Transportation AU - Minnesota Department of Transportation AU - Federal Highway Administration TI - Minnesota Department of Transportation Research Services FY2012 Annual Report July 2011 through June 2012 PY - 2012///Annual Report SP - 174p AB - This report is divided into four main sections: 1. An overview of the Minnesota Department of Transportation Research Services that includes research and library highlights and statistics for FY2012, a summary of its vision and research management processes, a list of its key partnerships and a staff directory. 2. A description of funding sources that support the research managed, including Minnesota State Planning and Research (SP &R) funds, MnDOT and the LRRB. 3. A quick reference table of all active research contracts and multi-state pooled fund projects, providing summary financial information, contract dates and contact names. This table, along with summary financial information and program statistics, is also available as a separate publication—Research Services FY2012 At-A-Glance—for easy access. 4. Two-page Technical Summaries of completed research projects, organized by research topic area. These comprise the bulk of this report. KW - Annual reports KW - Financing KW - Minnesota KW - Minnesota Department of Transportation KW - Research management KW - Research projects KW - State departments of transportation UR - http://www.dot.state.mn.us/research/documents/FY2012_Annual_Report-SCREEN.pdf UR - https://trid.trb.org/view/1238519 ER - TY - RPRT AN - 01458077 AU - Freeman, Tom J AU - Wirth, John AU - Wikander, John P AU - Estakhri, Cindy K AU - Wimsatt, Andrew J AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Quantifying the Effects in Order to Optimize the Use of Grade 3 and Grade 4 Seal Coats PY - 2012 SP - 2p AB - Since the Texas Department of Transportation (TxDOT) has almost 80,000 centerline miles of roadway to maintain, many of them routinely maintained with seal coats, this project was developed to establish guidelines for optimal seal-coat grade selection. The project was also to establish comparative data for tire-pavement interface noise levels generated by various types of seal coats. KW - Guidelines KW - Seal coating KW - Seal coats KW - State of the practice KW - Texas KW - Tire/pavement noise UR - http://library.ctr.utexas.edu/hostedPDFS/txdot/psr/6496.pdf UR - https://trid.trb.org/view/1225599 ER - TY - SER AN - 01455850 JO - Exploratory Advanced Research Program Fact Sheet PB - Federal Highway Administration TI - Predicting Materials Behavior: Advancing Multiscale Modeling Techiques PY - 2012 SP - 2p AB - Mix design methods for infrastructure materials used to be highly empirical and depend on representative tests and traditional modeling techniques to evaluate properties and assess behavior; however, due to scaling effects and environmental and structural differences between the laboratory and field, these methods may not accurately predict material performance. “Mechanical and Structural Nanoscale Modeling” is a Federal Highway Administration (FHWA) Exploratory Advanced Research (EAR) Program study in partnership with Virginia Polytechnic Institute and State University, aimed at improving multiscale modeling techniques. KW - Materials KW - Mix design KW - Performance KW - Scale models KW - Structural models UR - http://www.fhwa.dot.gov/advancedresearch/pubs/12070/12070.pdf UR - https://trid.trb.org/view/1223709 ER - TY - SER AN - 01455849 JO - Exploratory Advanced Research Program Fact Sheet PB - Federal Highway Administration TI - Modeling Complex Behaviors and Interactions: New Methods to Assist Decisionmaking and System Operations PY - 2012 SP - 2p AB - A new Federal Highway Administration (FHWA) Exploratory Advanced Research (EAR) Program study, “VASTO – Evolutionary Agent System for Transportation Outlook,” aims to understand the interactions between travelers, vehicles, traffic management agencies and transportation policies using agent-based modeling and simulation (ABMS). The study, conducted in partnership with the University of Arizona and George Mason University, will aid decisionmaking on transportation investments and contribute to effective management strategies; leading to a safer, more efficient transportation system. KW - Behavior KW - Computer models KW - Decision making KW - Systems analysis KW - Transportation policy KW - Travel behavior UR - http://www.fhwa.dot.gov/advancedresearch/pubs/12069/12069.pdf UR - https://trid.trb.org/view/1223710 ER - TY - RPRT AN - 01454091 AU - Benvenuto, Mark A AU - Baker, Stokes AU - Rihana-Abdalla, Alexa AU - Michigan Ohio University Transportation Center AU - University of Detroit Mercy AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - From Phyto-Remediation to Phyto-Mining: Maximizing Value in Producing Bio-diesel From Pennycress PY - 2012///Final Report SP - 11p AB - Pennycress appears to be an untapped source as both a feedstock of biodiesel and a remediator of lead or other heavy metals from soil. In addition, pennycress is not a food crop, and thus production of biodiesel from it does not compete with food for humanity. In this project, a series of pennycress seeds were germinated hydroponically in solutions spiked with varying amounts of lead (II) nitrate. Uptake of the lead into the roots and stalks of the plants was examined via Energy Dispersive X-Ray Fluorescence (EDXRF). Results and findings show promise for larger scale use of this phyto-remediation technique and the use of EDXRF to quantify it. It appears that the use of pennycress can be scaled up to real world applications, meaning that pennycress could be planted in brownfield areas, grown, harvested for the seeds and their biodiesel, and the lead extracted from the stems. KW - Biodiesel fuels KW - Energy dispersive x-ray spectrometry KW - Heavy metals KW - Lead compounds KW - Phytoextraction KW - Phytoremediation KW - Plants KW - Soil remediation UR - http://mioh-utc.udmercy.edu/research/af-42/pdf/MIOH_UTC_AF42_2012-Final_Rpt_From_Phyto-Remediation_to_Phyto-Mining_etc.pdf UR - http://ntl.bts.gov/lib/46000/46100/46120/MIOH_UTC_AF42_2012-Final_Rpt_From_Phyto-Remediation_to_Phyto-Mining_etc.pdf UR - https://trid.trb.org/view/1218638 ER - TY - RPRT AN - 01453996 AU - Dubin, Earl E AU - Yanev, Bojidar S AU - Federal Highway Administration AU - New York City Department of Transportation TI - Managing the East River Bridges in New York City PY - 2012 SP - 16p AB - The history of the Brooklyn, Williamsburg, Manhattan and Queensboro bridges across the East River in New York City is examined, seeking to determine trends and most recent developments in their management. Reconstruction and maintenance costs are summarized. Crucial federal and local decisions and policies are identified. An attempt is made to draw conclusions from the management of the East River bridges during the 20th century and make recommendations for their future. KW - Bridge management systems KW - Bridges KW - Costs KW - East River (New York) KW - History KW - Maintenance KW - New York (New York) KW - Policy KW - Reconstruction KW - Trend (Statistics) UR - http://www.fhwa.dot.gov/preservation/spie1.pdf UR - https://trid.trb.org/view/1220260 ER - TY - RPRT AN - 01449092 AU - Federal Highway Administration TI - Highway Statistics 2010 PY - 2012 SP - v.p. AB - This publication brings together an annual series of selected statistical tabulations relating to highway transportation in twelve major areas: (1) Bridges; (2) Highway Infrastructure; (3) Highway Travel; (4) Travelers (or System Users); (5) Vehicles; (6) Motor Fuel; (7) Revenue; (8) Debt Obligation for Highways; (9) Apportionments, Obligations, and Expenditures; (10) Conditions and Safety; (11) Performance Indicators; and (12) International and Metric. KW - Bridges KW - Debt KW - Expenditures KW - Highway safety KW - Highway transportation KW - Infrastructure KW - International KW - Motor fuels KW - Performance indicators KW - Revenues KW - Statistics KW - Tables (Data) KW - Travel KW - Travelers KW - Vehicles UR - http://www.fhwa.dot.gov/policyinformation/statistics/2010/ UR - https://trid.trb.org/view/1216862 ER - TY - RPRT AN - 01449076 AU - Federal Highway Administration TI - Performance Contracting for Construction: A Guide to Using Performance Goals and Measures to Improve Project Delivery PY - 2012 SP - 107p AB - State and Local Departments of Transportation (DOTs) need to deliver quality, timely construction projects under constrained budgets and high expectations from the traveling public. A strength of the private sector is applying new and innovative techniques to solve problems. However, in highway construction, a contractor’s ability to innovate is usually constrained by the project design, detailed standard specifications, and a low bid environment, all of which are in place to protect the agency and to ensure quality. Performance contracting is an alternative contracting technique, under which DOTs specify performance goals (desired outcomes), and contractors receive the flexibility to propose and apply innovations to meet those goals. It is designed to enhance cooperation and problem solving between the owner agency and contractor as partners, and to ensure that the owner agency achieves its desired outcomes for the project. Under performance contracting, the agency can clearly communicate to the contractor what they are trying to achieve with the project, and the contractor shares the risks and rewards through incentives and disincentives. FHWA originally developed this Guide in 2006. This 2012 update includes lessons learned and sample materials from a successful pilot project conducted by the Michigan Department of Transportation. KW - Construction management KW - Contracting out KW - Disincentives KW - Incentives KW - Performance measurement KW - Quality control KW - Quality of work KW - Road construction KW - Strategic planning UR - http://www.fhwa.dot.gov/construction/contracts/pcfc_2012/pcfc_2012.pdf UR - https://trid.trb.org/view/1216366 ER - TY - RPRT AN - 01447513 AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Planning and Environment Linkages Program Annual Report Fiscal Year 2011 PY - 2012///Annual Report SP - 7p AB - This report highlights the Federal Highway Administration’s (FHWA) Planning and Environment Linkages (PEL) program activities for Fiscal Year 2011 (FY11). The PEL program’s purpose is to provide transportation agencies with tools and resources to introduce environmental considerations early in planning and to use documented planning information to inform the environmental review process. The goal of PEL is to develop a more seamless decision-making process that minimizes duplication of effort, promotes environmental stewardship, and reduces delays in project implementation. Through the PEL initiative, FHWA provides state and local transportation and resource agencies with decision-making strategies, analytical tools, and technical assistance to link the transportation planning and environmental planning and review processes. In FY11, FHWA focused on two primary avenues to promote PEL: 1. Technical assistance and training: Advancing the adoption of PEL initiatives nationwide through focused state or regional technical assistance. 2. Outreach and communication: Increasing the development and dissemination of resources for stakeholders to use in understanding and implementing PEL activities. KW - Decision making KW - Environmental impact analysis KW - Information dissemination KW - Strategic planning KW - Technical assistance KW - Transportation departments KW - Transportation planning UR - http://ntl.bts.gov/lib/45000/45400/45435/PEL_FY11_Annual_Report_final_1_.pdf UR - https://trid.trb.org/view/1214404 ER - TY - RPRT AN - 01383574 AU - Federal Highway Administration TI - 2011 Urban Congestion Trends: Improving Travel Reliability with Operations PY - 2012 SP - 8p AB - Congestion levels remained relatively unchanged over the past year in 19 urban areas in the United States. According to the Federal Highway Administration Traffic Volume Trends report, there was slightly less travel on the road in 2011 compared to 2010. This slight decrease in traffic can ease congestion levels. Congestion levels are still generally below the levels experienced in 2007 prior to the economic downturn. While congestion levels remained relatively unchanged (or decreased slightly) from 2010 to 2011, as the economy improves, the use of operational strategies will become more important to manage increased traffic and congestion. This unique timing makes the implementation of time-saving traffic operations strategies all the more important. The benefits of successfully implemented operational strategies can include less travel time, more reliable travel times, less fuel consumed, fewer emissions, and increased safety, to name a few. These improvements benefit the movement of people and goods on the highway system. There are a number of success stories documented in this report that illustrate how some states and communities are more effectively implementing traffic operations strategies, and monitoring impacts. KW - Case studies KW - Highway operations KW - Highway traffic control KW - Innovation KW - Mobility KW - Traffic congestion KW - Trend (Statistics) KW - Urban areas UR - http://www.ops.fhwa.dot.gov/publications/fhwahop12019/fhwahop12019.pdf UR - https://trid.trb.org/view/1147978 ER - TY - RPRT AN - 01383562 AU - Srinivasan, Raghavan AU - Baek, Jongdae AU - Council, Forrest AU - Federal Highway Administration TI - Safety Evaluation of Transverse Rumble Strips on Approaches to Stop-Controlled Intersections in Rural Areas PY - 2012///Summary Report SP - 8p AB - Transverse rumble strips (TRSs) (also called in-lane rumble strips) have been used by some agencies to warn drivers in rural areas that they are approaching a stop sign. The strips typically consist of grooves crossing the roadway surface to provide a tactile and audible warning for drivers. Many studies have focused on the effect of TRSs on driver behavior, and there is some evidence that TRSs are effective in reducing the intersection approach speeds. However, the results from these crash-based studies are not reliable due to the lack of rigor in the accident evaluation designs. The objective of this effort was to examine the impact of TRSs on crashes, specifically total crashes, injury crashes, and specific crash types, such as right-angle and run stop sign crashes. The effort also included an economic analysis to investigate the tradeoffs between different crash types. Data on rural intersections with minor-leg stop control where TRSs were introduced was provided by the Iowa Department of Transportation (Iowa DOT) and Minnesota Department of Transportation (MnDOT). KW - Before and after studies KW - Fatalities KW - Injury severity KW - Intersections KW - Iowa KW - Minnesota KW - Rumble strips KW - Rural areas KW - Stop signs KW - Traffic crashes KW - Traffic safety UR - http://www.fhwa.dot.gov/publications/research/safety/hsis/12047/12047.pdf UR - http://ntl.bts.gov/lib/55000/55700/55733/12047_FHWA_SAFETY_EVALUATION.PDF UR - https://trid.trb.org/view/1147979 ER - TY - RPRT AN - 01379189 AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Associated General Contractors of America AU - American Road & Transportation Builders Association AU - Federal Highway Administration TI - Construction Peer Network Northeast Peer Exchange Summary Report, March 6-7, 2012, Warwick, Rhode Island PY - 2012///Summary Report SP - 29p AB - The Rhode Island Department of Transportation hosted the first peer exchange for the Construction Peer Network (CPN) in Warwick, RI on March 6th and 7th, 2012. The Federal Highway Administration (FHWA), in cooperation with the American Association of State Highway and Transportation Officials (AASHTO), the American Road and Transportation Builders Association (ARTBA), and the Associated General Contractors of America (AGC), sponsored the peer exchange. This northeast peer exchange was the first in a series of five regional events that will showcase innovation in construction, allow peers to network and share information, and generate ideas for implementation of innovative practices and processes. 1. Exchange Topic 1 – Innovative Practices and Tools for Inspection, 2. Exchange Topic 2 – Project Staffing Levels, 3. Exchange Topic 3 – Allowing Innovations by the Contractor, 4. Exchange Topic 4 – Innovative Construction Methods, and 5. Exchange Topic 5 – Performance Measurement. KW - Construction management KW - Contractors KW - Data sharing KW - Innovation KW - Inspection KW - Peer exchange KW - Performance measurement KW - Selection and appointment UR - http://construction.transportation.org/Documents/CPN%20NE%20Peer%20Exchange%20Summary%20Report%20fnl.pdf UR - https://trid.trb.org/view/1146701 ER - TY - RPRT AN - 01379179 AU - Taylor, Rich AU - Federal Highway Administration TI - Operations Performance Measures: The Foundation for Performance-Based Management of Transportation Operations Programs PY - 2012 SP - 8p AB - Transportation agencies have traditionally focused on building physical facilities such as highways, bridges, and transit systems. However, it has become increasingly difficult to build new highways or expand existing ones due to environmental impacts and the high cost of construction. Further, it has been estimated that roughly half of all congestion experienced by U.S. highway travelers is due to nonrecurring events or disruptions, such as traffic incidents, inclement weather, work zones, and special events (e.g., sporting venues, evacuations). As a result, transportation operations has emerged as a highly cost-effective solution to the national congestion problem. Its focus is to manage the flow of traffic efficiently on the existing highway system, in other words, to get the most out what we already have. In concept, this is similar to how the electric grid is managed – operators constantly monitor the system looking for disruptions or areas where demand is high and take appropriate actions to address the problems. With increased public scrutiny of agency actions and limited funding, effective allocation of resources is imperative. Establishing an operations performance measurement program supports this goal. KW - Highway operations KW - Performance measurement KW - Resource allocation KW - Traffic flow KW - Traffic mitigation KW - Traffic surveillance KW - Transportation operations UR - http://www.ops.fhwa.dot.gov/publications/fhwahop12018/fhwahop12018.pdf UR - https://trid.trb.org/view/1146720 ER - TY - RPRT AN - 01376379 AU - Carrion, Migdalia AU - Guzman, Claire AU - Seedah, Dan AU - Prozzi, Jolanda AU - Walton, C Michael AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Multimodal Freight Database PY - 2012 SP - n.p. AB - The Multimodal Freight Database is a one-stop shop for Texas freight data. It extracts and consolidates relevant freight data variables from major public databases. Commodity codes are mapped across databases thus providing a user-friendly interface for data search, comparison, and analysis. It requires minimal computer processing time and can be installed on any Microsoft Windows PC. KW - Freight transportation KW - Relational databases KW - Texas UR - http://library.ctr.utexas.edu/dbtw-wpd/exec/dbtwpub.dll?AC=GET_RECORD&XC=/dbtw-wpd/exec/dbtwpub.dll&BU=http%3A%2F%2Flibrary.ctr.utexas.edu%2Fdbtw-wpd%2Ftextbase%2Fwebsearchcat.htm&TN=catalog&SN=AUTO21504&SE=630&RN=0&MR=50&TR=0&TX=1000&ES=0&CS=2&XP=&RF=.Year+%28newest+first%29&EF=&DF=.Detail&RL=1&EL=0&DL=1&NP=3&ID=&MF=MYWPMSG.INI&MQ=&TI=0&DT=&ST=0&IR=25548&NR=0&NB=0&SV=0&SS=1&BG=&FG=&QS=&OEX=ISO-8859-1&OEH=ISO-8859-1 UR - https://trid.trb.org/view/1144145 ER - TY - RPRT AN - 01376253 AU - Federal Highway Administration TI - Mega-Regional Modeling: Examining Mega-Regional Travel PY - 2012///Exploratory Advanced Research SP - 2p AB - The growth of major metropolitan areas over the last century has resulted in the emergence of “mega-regions”— a large network of urban areas that often develop along major transportation routes. Expected to form an essential role in the future global economy, new analysis tools are needed to operate these mega-regional transportation networks efficiently. “Mega-Regional Travel,” a Federal Highway Administration (FHWA) Exploratory Advanced Research (EAR) Program study, was awarded to the University of Maryland to investigate the regional impact of transportation policy decisions. The study aims to develop and test a megaregional travel demand modeling framework using a large corridor stretching from Baltimore, MD, to Virginia Beach, VA, as a case study. This framework will be examined and expanded to cover a larger mega-region comprised of Washington, DC, and parts of four other States: Maryland, Virginia, Delaware, and Pennsylvania. Researchers aim to use the case study to address some of the technical challenges faced when developing a modeling framework and tools on such a large scale. The study will test several scenarios on the megaregion to demonstrate the ability of the modeling framework in real-world situations. A selection of analysis tools measure the outcome of future scenarios using factors including economic change, land use, and travel demand at national, regional, and local levels. KW - Economic impacts KW - Land use KW - Megaregions KW - Regional planning KW - Regional transportation KW - Transportation planning KW - Travel demand UR - http://www.fhwa.dot.gov/advancedresearch/pubs/12024/12024.pdf UR - https://trid.trb.org/view/1143642 ER - TY - SER AN - 01376094 JO - Exploratory Advanced Research Program Fact Sheet PB - Federal Highway Administration TI - Nano Material Modeling and Simulation: Developing a New Approach to Understanding Material Behaviors by Multiple Length/Time Scale Theories PY - 2012 SP - 2p AB - Materials, structures, and sensors are the building blocks of transportation infrastructure. With so many potential applications, a fundamental understanding of the diverse physical properties is essential for effective ongoing monitoring and maintenance. This fact sheet refers to a multi-year Federal Highway Administration (FHWA) Exploratory Advanced Research (EAR) Program study, in partnership with George Washington University, aimed at developing a new approach to understanding the physical behavior of materials covering multiple length and timescales. KW - Computational models KW - Materials KW - Nanotechnology KW - Physical properties KW - Research projects KW - Strength of materials KW - Time scale UR - http://www.fhwa.dot.gov/advancedresearch/pubs/12029/12029.pdf UR - https://trid.trb.org/view/1142395 ER - TY - RPRT AN - 01374491 AU - Institute of Transportation Engineers (ITE) AU - American Association of State Highway and Transportation Officials (AASHTO) AU - American Public Works Association AU - International Municipal Signal Association AU - Federal Highway Administration AU - ITS America TI - 2012 National Traffic Signal Report Card PY - 2012 SP - 36p AB - This report presents the results of the 2011 Traffic Signal Operations Self Assessment and the findings from the consolidated responses of 241 agencies across the United States and Canada. These results and findings were used to determine the scores for the 2012 National Traffic Signal Report Card. The report discusses these findings in the context of the evolution of practices observed between the 2005, 2007, and 2011 self assessments and a generalized traffic signal program management plan. In addition, this report discusses opportunities and resources available to agencies as well as the future direction of traffic signal systems management and operations. The report is organized in five sections: (1) Description; (2) The 2011 Traffic Signal Operations Self Assessment Tool Explained; (3) Self Assessment Response Summary; (4) Traffic Signal Report Card Results; and (5) Recommendation to Improve Traffic Signal Operations. KW - Canada KW - Evaluation and assessment KW - Highway traffic control KW - Traffic signal control systems KW - Traffic signal timing KW - Traffic signals KW - United States UR - http://www.ite.org/reportcard/TechnicalReport.pdf UR - https://trid.trb.org/view/1142132 ER - TY - RPRT AN - 01370189 AU - Federal Highway Administration TI - Guidelines on Work Zone Access and Egress PY - 2012 SP - 13p AB - This document describes concerns associated with work zone access and egress. The document offers recommended practices and describes effective strategies and techniques that can be employed during the planning and construction phases to help mitigate concerns. Work zone planning, design and construction and all touched upon. KW - Access KW - Construction KW - Design KW - Egress KW - Planning KW - Work zones UR - http://www.workzonesafety.org/files/documents/training/courses_programs/rsa_program/RSP_Guidance_Documents_Download/RSP_Access_Egress_Download.pdf UR - https://trid.trb.org/view/1138432 ER - TY - CONF AN - 01369371 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Perez, Benjamin TI - Financing Surface Transportation in the United States: Forging a Sustainable Future—Now! Summary of the Fourth International Conference SN - 9780309223072 PY - 2012 IS - 48 SP - 76p AB - This Fourth International Conference on Transportation Finance attracted some 150 transportation finance specialists from the public and private sectors. They gathered to share the latest developments in innovative funding techniques and to explore options for securing continued revenue to support national infrastructure and mobility needs. The conference’s opening plenary session featured keynote presentations by Victor Mendez, Federal Highway Administrator, and Jane Garvey, North American Chair for Meridiam Infrastructure, who highlighted transportation priorities and future opportunities. The subsequent plenary sessions each explored a different issue, as follows: the policy dynamics of future surface transportation finance, public and political acceptance issues posed by alternative financing methods, international project finance, sustainable transportation finance, emerging issues, and creation of a research road map for the future. The conference also featured two preconference workshops describing the state of the practice for performing benefit–cost analysis and discussing emerging trends for raising capital, and several breakout sessions after each plenary session. This report is a factual summary of what occurred at the conference. U1 - Financing Surface Transportation in the United States: Forging a Sustainable Future—Now! Fourth International ConferenceLouisiana Department of Transportation and DevelopmentFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)American Public Transportation AssociationGalvin Mobility ProjectMorgan State UniversityTransportation Research BoardNew Orleans,Louisiana,United States StartDate:20100519 EndDate:20100521 Sponsors:Louisiana Department of Transportation and Development, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), American Public Transportation Association, Galvin Mobility Project, Morgan State University, Transportation Research Board KW - Conferences KW - Financing KW - Future KW - Ground transportation KW - Infrastructure KW - Mobility KW - Policy KW - Strategic planning KW - Sustainable development UR - http://www.trb.org/Publications/Blurbs/167039.aspx UR - https://trid.trb.org/view/1137520 ER - TY - RPRT AN - 01458053 AU - Folliard, Kevin AU - Pesek, Phil AU - Riding, Kyle AU - Schindler, Anton AU - Drimalas, Thano AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of Predictive Model for Bridge Deck Cracking and Strength Development PY - 2011/12/31 SP - 2p AB - While early-age cracking will not cause failure of a bridge deck system independently, the penetration of deleterious substances through the early-age cracks into the bridge deck concrete and the bridge superstructure can lead to costly serviceability issues, and possibly the loss of some structural integrity. This project evaluated several of the key volume changes and sources of stress that affect bridge deck cracking. The researchers performed extensive laboratory and field research, and implemented the final results into a newly developed bridge-deck-cracking module within ConcreteWorks, a multifaceted software program developed by the same researchers under previous Texas Department of Transportation (TxDOT) funding. This research project has implemented the main findings from this project into a new concrete bridge-deck-cracking module within ConcreteWorks. It is expected that this new module will serve as a useful tool by which TxDOT can improve the performance and durability of concrete bridge decks, which in turn will help to prolong the life of the transportation infrastructure in the state of Texas. KW - Bridge decks KW - Concrete bridges KW - Cracking KW - Creep KW - Field tests KW - Heat of hydration KW - Laboratory tests KW - Mathematical prediction KW - Shrinkage KW - Software KW - Texas UR - http://library.ctr.utexas.edu/hostedPDFs/txdot/psr/6332.pdf UR - https://trid.trb.org/view/1225693 ER - TY - RPRT AN - 01373954 AU - Vaughan, Michael R AU - Kelly, Marcella J AU - Proctor, Christine M AU - Trent, J Andrew AU - Virginia Polytechnic Institute and State University, Blacksburg AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Evaluating Potential Effects of Widening US 64 on Red Wolves in Washington, Tyrrell, and Dare Counties, North Carolina PY - 2011/12/31/Final Report SP - 75p AB - The authors used data from 16 red wolves fitted with Global Positioning System (GPS)-collars between January 2009 and April 2011 to evaluate home range size and habitat selection, road permeability, and identify significant red wolf highway crossing locations. Home range size for red wolves averaged 13.7 mi² with no significant difference between males and females. Although the authors found no significant difference in home range size among age classes, dispersers tended to have larger home ranges than adults and juveniles. Red wolf home ranges were larger during winter than during other seasons. Red wolves avoided wetter habitats such as pocosins, wetlands, and lowland forests, leaving agriculture the best predictor of red wolf presence. Red wolves also selected for the presence of agriculture/forest road systems for travel. Road permeability, calculated using GPS-collar data, was 100%, thus the current 2- lane highway does not impose a barrier effect on the red wolf population. This increases the risk of road mortality events. Using a 3281 ft. (1 km) buffer, construction north of the current US 64 in Tyrrell County has the potential to remove up to 0.16 mi² of red wolf habitat and 6% of the home range area used by a current red wolf pack while construction to the south will impact only 0.09 mi² of red wolf habitat and will not displace any current red wolf packs. East of Alligator River in Dare County, a widening of the current highway to the south has the potential to remove up to of 0.07 mi² of red wolf habitat and 20% of the home range used by the only existing red wolf pack in Alligator River National Wildlife Refuge if construction disturbs out to 3281 ft. (1 km) from the current road. Construction to the north of US 64 in Dare County has the potential to remove up to 0.04 mi² of red wolf habitat and will not overlap with any current packs, based on 95% home ranges. Through the use of GPS-collars and remote camera traps, we identified 5 important red wolf crossing locations, 4 in Tyrrell County west of Alligator River and 1 in Dare County east of Alligator River. The presence of agricultural fields, successional fields, and/or upland forests 328 to 492 ft. from the road provided the most parsimonious explanation for the location of crossing sites identified using GPS-collar locations; trail/road width provided the best explanation for the location of crossing sites identified by remote camera traps. The presence of agricultural fields, successional fields, and upland forests as well as proximity to maintained agricultural/forest roads at crossing sites corresponds to habitat selection results. Four of the 5 red wolf crossing locations the authors identified are suitable for crossing structures. The most western crossing site is located within the town of Colombia, NC where retro-fitting a wildlife underpass is not practical. Well maintained trails at least 26.24 ft. (8 m) in width leading to and from underpasses, which connect habitats selected for by red wolves (e.g. agriculture, successional fields, and upland forests), is suggested to optimize efficacy. KW - Alligator River National Wildlife Refuge KW - Dare County (North Carolina) KW - Environmental impact analysis KW - Habitat (Ecology) KW - Red wolves KW - Tyrrell County (North Carolina) KW - United States Highway 64 KW - Washington County (North Carolina) KW - Wildlife KW - Wildlife crossings UR - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2009-25finalreport.pdf UR - https://trid.trb.org/view/1141536 ER - TY - RPRT AN - 01370033 AU - Williams, Kevin L AU - Howard, Isaac L AU - Cooley, L Allen AU - Mississippi State University, Mississippi State AU - Burns Cooley Dennis, Incorporated AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - The Effects of Coarse Aggregate Cleanliness and Moisture Content on Asphalt Concrete Compactability and Moisture Susceptibility PY - 2011/12/31/Final Report SP - 175p AB - Twelve field projects were studied where forty-four locations were evaluated to assess the cause or causes of asphalt concrete that exhibits ‘tender zone’ characteristics (i.e. instability during compaction) and to investigate the tendency of these mixes to be susceptible to moisture damage over time. Data was collected during construction and samples were taken and used to conduct multiple laboratory tests. All field and laboratory data was used to develop multiple regression equations to predict final in place air voids and moisture susceptibility. The overall conclusion from the research was that compactability appeared to be predicted in a reasonable manner while moisture susceptibility did not. The Methylene Blue test appears promising when used in conjunction with moisture content (cold feed and mix moisture contents were measured) as a means of providing guidance for achieving higher in place density. The tensile strength ratio (TSR) test as performed in this research on laboratory compacted specimens was found to be questionable in terms of its ability to predict field moisture susceptibility. KW - Asphalt concrete KW - Compactibility KW - Crushed aggregates KW - Field studies KW - Methylene blue test KW - Moisture damage KW - Multiple regression analysis KW - Stripping (Pavements) KW - Tensile strength KW - Tensile strength ratio UR - http://www.cee.msstate.edu/assets/documents/Final%20Report%20FHWA_MS-DOT-RD-11-208.pdf UR - http://ntl.bts.gov/lib/44000/44400/44478/State_Study_208_The_Effects_of_Coarse_Aggregate_Cleanliness_and_Moisture_Cont._on_Asp._Conc._Comp._and_Moist._Susceptibility.pdf UR - https://trid.trb.org/view/1138304 ER - TY - RPRT AN - 01365970 AU - Harries, Kent AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Deterioration of J-Bar Reinforcement in Abutments and Piers PY - 2011/12/31/Final Report SP - 73p AB - Deterioration and necking of J-bars has been reportedly observed at the interface of the footing and stem wall during the demolition of older retaining walls and bridge abutments. Similar deterioration has been reportedly observed between the pier column and footing. Any decrease in the area of steel at these interfaces may result in foundation instability, and hamper efforts to rehabilitate or preserve existing foundations. The objective of this project was to determine the extent and nature of deterioration and/or necking of J-bars in existing bridge structures. This must be understood in order to identify existing structures having the potential for or existence of deteriorated J-bars. Once at-risk structures were identified, methods to identify and validate deterioration and remedial measures, details, and methodologies were developed to address affected structures. KW - Bridge abutments KW - Bridge foundations KW - Bridge piers KW - Construction joints KW - Corrosion KW - Deterioration KW - Footings KW - Reinforcing bars KW - Repairing UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Improving%20Pennsylvania%20Bridges/Deterioration%20of%20J-Bar%20Reinforcement.pdf UR - https://trid.trb.org/view/1134975 ER - TY - RPRT AN - 01370064 AU - Weaver, Mark A AU - Department of Agriculture AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Integrated Kudzu Control on Mississippi Roadsides PY - 2011/12/30/Final Report SP - 33p AB - Kudzu is among the top weed threats in Mississippi and is found on many roadsides and right-of-ways. The present research evaluated the efficacy of several previously undocumented tools for the eradication of kudzu, including the use of alternative herbicides, the use of the pathogen Myrothecium verrucaria and the integration of multiple methods to bring about more rapid kudzu eradication. Field trials with herbicides were conducted in triplicate at three locations over two years and demonstrated 95% or better control in at least one location with Chaparral, Escort, Milestone, RemedyUltra, Streamline, Transline and Vista, as measured 11 months after initial treatment. Integrated treatment programs, including various combinations of: broadcast application of Milestone VM+; applications of the bioherbicide Myrothecium verrucaria; mowing and spot treatments with Vista and Escort; and planing of switchgrass were all very effective in controlling kudzu. Zero kudzu was detected in many of these treatment plots the following season, and plots planted in switchgrass were well-established. In a supplemental greenhouse-based experiment, nine herbicides that might be used to aid in transitioning a site from kudzu to native perennial grasses were tested for compatibility with seven grass species. While there were many important specific herbicide-species interactions, many of the kudzu herbicides were well-tolerated by the grasses. KW - Herbicides KW - Mississippi KW - Roadside flora KW - Switch grass KW - Weed control UR - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/SS215-Integrated%20Kudzu%20Control%20on%20MS%20Roadsides.pdf UR - https://trid.trb.org/view/1138542 ER - TY - RPRT AN - 01380477 AU - Wiebelhaus, Mitch J AU - Johnson, Erin A AU - Sicking, Dean L AU - Faller, Ronald K AU - Lechtenberg, Karla A AU - Rohde, John R AU - Bielenberg, Robert W AU - Reid, John D AU - Rosenbaugh, Scott K AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Phase I Development of a Non-Proprietary, Four-Cable, High Tension Median Barrier PY - 2011/12/28/Final Report SP - 237p AB - During the last decade, the use of cable median barriers has risen dramatically. Cable barriers are often utilized in depressed medians with widths ranging from 30 to 50 ft (9.1 to 15.2 m) and with fill slopes as steep as 4H:1V. Although cable barriers have been shown to contain and redirect many heavy trucks, a careful review of accident records has indicated that passenger vehicles do occasionally penetrate through the standard 3-cable median barrier and enter opposing traffic lanes. As a result, the Midwest States Pooled Fund Program sponsored a research and development project to improve the safety performance of existing, non-proprietary, cable median barriers. These safety improvements included increased cable spacing, increased cable height, the use of four cables, increased cable tension, and optimized cable attachment to posts. Three Test Level 3 crash tests were performed on a four-cable, high-tension median barrier placed in a 46-ft (14.0-m) wide, 4H:1V V-ditch. All tests were conducted according to the safety performance guidelines provided in the Manual for Assessing Safety Hardware (MASH). The first test utilized a 2270P pickup truck impacting the barrier placed on a downslope and 12 ft (3.7 m) laterally away from the front slope break point. The vehicle was contained and redirected by the barrier and deemed acceptable according to the MASH guidelines. The second test utilized a 1100C small car impacting the barrier placed 27 ft (8.2 m) laterally away from the front slope breakpoint or 4 ft (1.2 m) up the back slope of the V-ditch. During the second test, the small car impacted the ditch bottom with a soft-soil condition and began to plow into the soil, thus causing moderate decelerations and velocity change before contacting the barrier and a marginal impact performance. The third test utilized a 1100C small car impacting the barrier in the same position as used in the second test. During the third test, the small car impacted the ditch bottom with a hard-soil condition and was contained by the barrier. However, excessive roof crush resulted when one of the cables slide up the vehicle and later snagged on the cable-to-post attachment hardware, thus resulting in a failed test. Design modifications are anticipated in a Phase II R&D effort. KW - AASHTO Manual for Assessing Safety Hardware KW - Acceptance tests KW - Cable guardrails KW - Crash records KW - Highway safety KW - Impact tests KW - Median barriers KW - Roadside safety hardware UR - http://ntl.bts.gov/lib/45000/45100/45167/Dev_of_High_Tension_Barrier.pdf UR - https://trid.trb.org/view/1147517 ER - TY - ABST AN - 01489576 TI - Maintain HSIP On-Line Reporting Tool II:Software Development Phase and Training AB - The HSIP Online reporting tool will facilitate the submission and review the annual Highway Safety Improvement Program (HSIP) reports. KW - Highway safety KW - Reports KW - Software KW - Training UR - https://trid.trb.org/view/1258733 ER - TY - RPRT AN - 01373952 AU - Vaughan, Michael R AU - Kelly, Marcella AU - Trent, J Andrew AU - Virginia Polytechnic Institute and State University, Blacksburg AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Evaluating Potential Effects of Widening US 64 on the Black Bear Population of Alligator River National Wildlife Refuge, Dare County, North Carolina PY - 2011/12/21/Final Report SP - 92p AB - This report summarizes research conducted along US Highway 64 (US 64) and US Highway 264 (US 264) in Alligator River National Wildlife Refuge (ARNWR), Dare County, NC regarding the proposed expansion of US 64. The study site included the areas adjacent to US 64 from the Alligator River Bridge to the US 64/US 264 intersection and from Cub Road to Borrow Pit Road on US 264. This report evaluates potential effects of the road improvement project on the black bear population, delineates significant wildlife crossing areas, and provides data on movement patterns and population dynamics of black bears on ARNWR. The primary focus of the research was to identify sites along US 64, frequently used by black bears and white-tailed deer as potential sites for wildlife crossing structures. It is the legal obligation of the US Fish and Wildlife Service to conduct a Compatibility Determination to decide whether the proposed project is compatible with the purpose of the refuge. The current wildlife use patterns surrounding the highway and the potential short and long-term effects of the expansion project on the entire suite of wildlife occupying the areas directly adjacent to US 64 were evaluated. The authors employed a variety of research methods including; roadside barbed wire hair collection, Global Positioning System (GPS) collar deployments, remote camera trapping, road kill surveys, and driving surveys. The road side barbed wire surveys documented 890 black bear road crossings from March 2009 – March 2011. 83 individual bears (65M:18F) were genetically identified from hair samples collected. GPS collars were deployed on 49 individual bears (26M:23F) and detailed 15 bears (11M:4F) crossing US 64, 99 times. The GPS collars also detailed intense use of the areas directly adjacent to US 64. We photo-captured 170 white-tailed deer, > 200 bobcats and raccoons and an additional 260 black bears at 12 guard rail openings along US 64 from June 2009 – March 2011. Driving surveys provided additional 3 and 19 sightings of black bears and white-tailed deer respectively from March 2009 – March 2010. We identified 184 individual bears (132M:52F) within the study area. Road kill surveys documented 8 white-tailed deer (2M:3F:3U) road mortalities from November 2008 – July 2011. Including historical data collected by the USFWS, the cumulative total of road killed black bears on US 64 from January 1993 – July 2011 was 63 (35M:20F:8U: =3.32/year). Road kill data also included; 75 bats (7 species, 1 species a NC Threatened Species), 82 small mammals (9 species), 134 mid-sized mammals (10 species), 1,153 birds (66 species), 4,014 reptiles (44 species), and 7,498 amphibians (18 species). Four species recovered in our surveys were NC Species of Concern. This study identified 6 high priority areas for black bear and white-tailed deer crossing and an extensive network of crossing areas for small mammals, reptiles, and amphibians. KW - Alligator River National Wildlife Refuge KW - Animal migrations KW - Black bear crossings KW - Black bears KW - Dare County (North Carolina) KW - Environmental impact analysis KW - Habitat (Ecology) KW - Road kill KW - United States Highway 64 KW - White tailed deer KW - Wildlife KW - Wildlife crossings UR - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2009-24finalreport.pdf UR - https://trid.trb.org/view/1141535 ER - TY - RPRT AN - 01380434 AU - Pack, Michael L AU - University of Maryland, College Park AU - Federal Highway Administration TI - The Integration of Multi-State Clarus Data into Real-time and Archived RITIS Data Visualization Tools PY - 2011/12/20/Final Report SP - 20p AB - This project focused on the integration of all Clarus Data into the Regional Integrated Transportation Information System (RITIS) for real-time situational awareness and historical safety data analysis. The initial outcomes of this project are the full integration of RITIS and Clarus datasets into a massive database, the creation of a series of real-time situational awareness tools built around the integrated data sources, and the creation of several visual analytics tools that allow users to explore the relationships between weather, speed, volume, and incident datasets. The incorporation of Clarus data into the RITIS platform means that there are now thousands of transportation operations specialists, university researchers, and metropolitan planning agencies that have the ability to view real-time road weather data within the broader context of other transportation system information. KW - Alertness KW - Clarus KW - Data analysis KW - Databases KW - Real time data processing KW - Safety data KW - Visualization KW - Weather conditions UR - http://ntl.bts.gov/lib/45000/45500/45599/FHWA-JPO-12-008_The_Integration_of_Multi-State_Clarus_Data_into_Data_Visualization_Tools_Final_508.pdf UR - https://trid.trb.org/view/1147994 ER - TY - ABST AN - 01481820 TI - Optimal Timing of Preventive Maintenance for Addressing Environmental Aging in HMA Pavements (MnROAD Study) AB - The goal of this study is to determine the proper timing of preventive maintenance treatments in order to optimize life cycle costs and pavement performance. Environmental aging of the asphalt binder in the underlying pavement is not well understood, and this project will seek to better understand the aging mechanism and how it can be reduced through pavement preservation. This pooled fund study is strictly to perform the preventive maintenance research on newly built test sections at Minnesota Road Research Facility (MnROAD), and its funding will come from the Minnesota Department of Transportation (Mn/DOT) and other participating states. The funding for initial construction of the test sections will be obtained separately from Mn/DOT and other partners. KW - Aging (Materials) KW - Environmental impacts KW - Life cycle costing KW - Minnesota Road Research Facility KW - Pavement performance KW - Pavement preservation KW - Preventive maintenance UR - http://www.pooledfund.org/Details/Study/380 UR - https://trid.trb.org/view/1251001 ER - TY - RPRT AN - 01380478 AU - Albuquerque, Francisco Daniel B AU - Sicking, Dean L AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Evaluation of The In-Service Safety Performance of Safety-Shape and Vertical Concrete Barriers PY - 2011/12/16/Final Report SP - 166p AB - Roadside concrete barriers have been widely used to protect errant motorists from hitting roadside hazards or obstacles. Two concrete barrier profiles, vertical and safety-shape, have been used for this purpose. The safety-shape profile has been shown to produce excessive vehicle climbing which tends to increase rollover propensity. On the other hand, the vertical profile does not cause vehicle climbing, but it does produce higher lateral forces which may produce higher injury levels. The objective of this research is to investigate which barrier profile is the safest based on real-world vehicle crash data. The safest barrier profile is defined as the one that produces lower injury levels. Rollover propensity was also used as a second indicator of barrier performance since rollovers may also affect injury severity. Bridge-related crash data was collected from State maintained highways in the State of Iowa. It was found that rollovers are twice more likely to occur in crashes involving safety-shape barriers as compared to vertical barriers. It was also found that crashes that involved safety-shape barriers resulted in higher injury levels as compared to crashes that involved the vertical barriers. Therefore, it is believed that the expanded use of vertical barriers would improve overall highway safety. KW - Concrete barriers KW - Crash data KW - Highway safety KW - Injury severity KW - Rollover crashes KW - Safety shape barriers KW - Vertical barrier walls UR - http://ntl.bts.gov/lib/45000/45100/45168/Perform_of_Concete_Barriers.pdf UR - https://trid.trb.org/view/1147510 ER - TY - ABST AN - 01566746 TI - Core Program Services for a Highway RD&T Program - FFY 2011 (TRB FY 2012) AB - This solicitation will cover the period of the Transportation Research Board's (TRB's) fiscal year 2012 that begins July 1, 2011, and ends June 30, 2012. Funds committed by participating States will be from their Federal fiscal year 2009 funding. This pooled fund study permits States to make their contributions to the Transportation Research Board (TRB) Core Program instead of sending their contributions to TRB directly. The TRB Core Program provides support funding for the TRB annual meeting. KW - Financing KW - Highways KW - Program development KW - Research and development KW - State departments of transportation KW - Transportation Research Board Annual Meeting UR - http://www.pooledfund.org/Details/Study/472 UR - https://trid.trb.org/view/1358402 ER - TY - RPRT AN - 01491404 AU - Bayless, Steven H AU - Intelligent Transportation Society of America AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Trends in Machine-to-Machine Communications: An overview of M2M technology and potential for the transportation sector PY - 2011/12/15 SP - 11p AB - This report describes Machine-to-Machine service architecture and how it is evolving over the next several years. Nearly 50 billion Machine-to-Machine (M2M) devices are predicted to be deployed by all sectors by 2025. The largest impediment to M2M deployment in the transportation sector is largely life cycle cost, which is driven by stringent design and certification processes. This paper speculates that a "service-oriented" architecture, one that allows any M2M device to be securely accessible to any application, would be desirable for faster market growth. This report is part of the Connected Vehicle Technology Scan and Assessment project. This two year scanning series of Connected Vehicle Insight reports will assess emerging, converging and enabling technologies outside the domain of mainstream transportation research. ITS America seeks technologies that will potentially impact state-of-the-art or state-of-the-practice in Intelligent Transportation Systems (ITS) deployment over the next decade, with an emphasis on the "connected vehicle." The Technology Scan Series notes trends, technologies, and innovations that could influence, or be leveraged as part of, next-generation intelligent transportation systems within the next five to seven years. The series’ focus is on developments in applied science and engineering and innovation in data acquisition, dissemination, processing, and management technologies and techniques that can potentially support transportation. KW - Intelligent transportation systems KW - Mobile communication systems KW - Technological innovations KW - Wireless communication systems UR - http://www.its.dot.gov/research/pdf/Tech%20Scan%20M2M.pdf UR - https://trid.trb.org/view/1259534 ER - TY - RPRT AN - 01491397 AU - Bayless, Steven H AU - Intelligent Transportation Society of America AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Fourth Generation Wireless - Vehicle and Highway Gateways to the Cloud: An evaluation of Long Term Evolution (LTE) and other wireless technologies’ impact to the transportation sector PY - 2011/12/15 SP - 22p AB - This paper examines how next generation wide-area cellular such as fourth generation (4G) will be able to support vehicular applications, and how transportation infrastructure may mesh with wireless networks. This report is part of the Connected Vehicle Technology Scan and Assessment project. This two year scanning series of Connected Vehicle Insight reports will assess emerging, converging and enabling technologies outside the domain of mainstream transportation research. ITS America seeks technologies that will potentially impact state-of-the-art or state-of-the-practice in Intelligent Transportation Systems (ITS) deployment over the next decade, with an emphasis on the "connected vehicle." The Technology Scan Series notes trends, technologies, and innovations that could influence, or be leveraged as part of, next-generation intelligent transportation systems within the next five to seven years. The series’ focus is on developments in applied science and engineering and innovation in data acquisition, dissemination, processing, and management technologies and techniques that can potentially support transportation. KW - Cloud computing KW - Intelligent transportation systems KW - Mobile communication systems KW - Technological innovations KW - Telematics KW - Wireless communication systems UR - http://www.its.dot.gov/research/pdf/Tech%20Scan%204G%20Wireless%20(final)%20.pdf UR - https://trid.trb.org/view/1259536 ER - TY - RPRT AN - 01491340 AU - Guan, Adrian AU - Bayless, Steven H AU - Neelakantan, Radha AU - Intelligent Transportation Society of America AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Trends in Computer Vision: An overview of vision-based data acquisition and processing technology and its potential for the transportation sector PY - 2011/12/15 SP - 17p AB - This report foresees imaging technology rapidly advancing in applications that require simple object detection, such as vehicle collision avoidance and advanced traffic management systems. The paper speculates that future advances, such as improved object detection algorithms, machine learning and “augmented reality” may influence a number of transportation applications in the automotive, industrial, and infrastructure sectors. This report is part of the Connected Vehicle Technology Scan and Assessment project. This two year scanning series of Connected Vehicle Insight reports will assess emerging, converging and enabling technologies outside the domain of mainstream transportation research. ITS America seeks technologies that will potentially impact state-of-the-art or state-of-the-practice in Intelligent Transportation Systems (ITS) deployment over the next decade, with an emphasis on the "connected vehicle." The Technology Scan Series notes trends, technologies, and innovations that could influence, or be leveraged as part of, next-generation intelligent transportation systems within the next five to seven years. The series’ focus is on developments in applied science and engineering and innovation in data acquisition, dissemination, processing, and management technologies and techniques that can potentially support transportation. KW - Active safety systems KW - Computer vision KW - Imaging systems KW - Intelligent transportation systems KW - Mobile communication systems KW - Technological innovations UR - http://connectedvehicle.itsa.wikispaces.net/file/view/Computer_Vision_Report_May_2012_posted.pdf/336577828/Computer_Vision_Report_May_2012_posted.pdf UR - http://www.its.dot.gov/research/pdf/TechScan%20computervision%20ITSA.pdf UR - https://trid.trb.org/view/1259535 ER - TY - RPRT AN - 01379012 AU - Amekudzi, Adjo AU - Meyer, Michael AU - Akofio-Sowah, Margaret AU - Boadi, Richard AU - Federal Highway Administration AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation TI - Comprehensive Transportation Asset Management: Making a Business Case and Prioritizing Assets for Inclusion in Formal Asset Management Programs PY - 2011/12/15/Final Report SP - 115p AB - Several agencies are applying asset management principles as a business tool and paradigm to help them define goals and prioritize agency resources in decision making. Previously, transportation asset management (TAM) has focused more on “big ticket” assets such as roadways and bridges, and less on lower-cost assets such as traffic signs and guardrails. The purpose of this study is to assess the state of the practice in managing ancillary transportation assets, and develop a benefit-cost-risk framework and supporting tool that can be used to evaluate and prioritize assets for systematic management. The project focuses on ten main ancillary assets: culverts, earth retaining structures, guardrails, mitigation features, pavement markings, sidewalks (and curbs), street lighting, traffic signals, traffic signs and utilities and manholes, and one information asset: data. A literature review and targeted survey were conducted to determine the state of the practice in ancillary TAM and collect data for the development of the evaluation framework. The results of the literature review indicate that a growing number of agencies are making notable efforts to systematically manage the assets under consideration. Based on the literature, methods and practices vary from agency to agency; however, very little was found on data collection costs. A survey conducted targeting 41 state and municipal agencies with reported activity in the literature (with 44% response rate), showed varied agency practices, with more agencies beginning to manage roadway safety assets. It was difficult to obtain specific estimates of data collection costs and cost savings from the TAM systems implementation. The study findings indicate that making a business case for formal asset management programs is more meaningful when approached as an ongoing activity rather than a snapshot action because asset management programs are evolving and at different levels of maturity. At present, the data available for several programs is not adequate enough to conduct a comprehensive benefit-cost analysis of such programs. Thus, the study recommends collecting the necessary data to periodically evaluate the benefits and costs of asset management programs to ensure that they are becoming more cost effective as they are evolved to higher levels of maturity. A benefit-cost framework is provided and data collection needs are outlined to enable such an analysis to be conducted adequately. With regard to prioritizing assets for inclusion in a formal asset management program, the study recommends that the prioritization must be tied to the strategic goals of the agency, and the objective of the prioritization should be risk reduction relative to agency strategic goals. A risk framework is provided and data needs are outlined for conducting such an analysis adequately. Another caution that results from the study is that ancillary assets cannot properly be considered in isolation and prioritized one against another but must also be considered as complementary units, with synergistic effects, that are part of the overall system. KW - Asset management KW - Assets KW - Benefit cost analysis KW - Decision making KW - Literature reviews KW - State of the practice KW - Surveys UR - http://www.dot.ga.gov/BuildSmart/research/Documents/1021.pdf UR - http://www.utc.gatech.edu/sites/default/files/projects/reports/amekudzi_comprehensive_transportation_asset_management_risk-based_inventory_expansion_and_data_needs_0.pdf UR - https://trid.trb.org/view/1144059 ER - TY - RPRT AN - 01365967 AU - Solaimanian, Mansour AU - Milander, Scott AU - Boz, Ilker AU - Stoffels, Shelley M AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration AU - Mid-Atlantic Universities Transportation Center TI - Development of Guidelines for Usage of High Percent RAP in Warm-Mix Asphalt Pavements PY - 2011/12/15/Final Report SP - 128p AB - Road construction using warm-mix asphalt (WMA) has been rapidly gaining popularity in the United States, in part because WMA is believed to be friendlier to the environment as compared to hot-mix asphalt (HMA). Parallel to this rapid growth in WMA construction is utilization of reclaimed asphalt pavement (RAP) in road construction. Research was conducted to develop guidelines for using high percentages of RAP in WMA. The laboratory work was focused on three WMA technologies: water foaming, a chemical additive (Evotherm™), and an organic additive (Sasobit™). The work included RAP characterization, mix design, moisture damage evaluation, and rutting evaluation using the Superpave Shear Tester and Model Mobile Load Simulator Third Scale. Accelerated load testing was conducted at a temperature range of approximately 42 to 50°C for 400,000 cycles of loading. Rutting resistance of the mixes was rated as fair to good. This research indicates that it is possible to produce WMA with high RAP having sufficient moisture damage and rutting resistance. However, a mix design established for HMA does not necessarily produce satisfactory performance when used with WMA, and it is important that moisture damage and rutting susceptibility of WMA be evaluated for any mix design, even though that mix design may have demonstrated satisfactory performance for HMA. KW - Accelerated tests KW - Evotherm KW - Foamed asphalt KW - Guidelines KW - Mix design KW - Moisture damage KW - Reclaimed asphalt pavements KW - Rutting KW - Sasobit KW - Warm mix paving mixtures UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Usage%20of%20High%20Percent%20RAP%20in%20Warm%20Mix.pdf UR - https://trid.trb.org/view/1134974 ER - TY - ABST AN - 01463228 TI - Development of a Comprehensive Approach for Serious Traffic Crash Injury Measurement and Reporting Systems AB - Currently, severity of injuries is estimated by police on the scene of a traffic crash. A very simple rating scale is employed by many states or communities, i.e., the KABCO injury scale or a comparable version. Basically, the police officer codes the overall level of injury each person receives as killed, incapacitating, non-incapacitating, possible, or no injury. Each of these levels has a definition and criteria for rating. However, what the officer observes at a crash scene can differ substantially from what is found by medical personnel. The National Highway Traffic Safety Administration (NHTSA) facilitates the Crash Outcome Data Evaluation System (CODES). State CODES programs conduct a probabilistic matching of statewide health records with crash reports. However, a limited number of states are participating in this system, and the technical process is complex. Trying to connect police reports with any further medical outcome or cost data can be technically difficult. Also, organizational and other barriers may exist for making such linkages within states. Performance measures are extensively referenced in draft proposals for the surface transportation reauthorization bill. For the measurement of safety performance, both fatal and non-fatal serious injuries are emphasized in these proposals. NHTSA and the Governors Highway Safety Association recently developed a series of safety performance measures that include use of fatalities and serious non-fatal injuries. The American Association of State Highway and Transportation Officials has also been working to develop similar performance measures. If serious non-fatal injuries and crashes are to become major performance measures for states, then an accurate and feasible method for determining level-of-injury severity based on a medical assessment is needed. The objectives of this research are to: (a) Identify an injury scoring system for further consideration. Analyze the advantages and disadvantages of conventional injury scoring systems based on International Statistical Classification of Diseases and Related Health Problems (ICD) codes and KABCO. Document advantages and disadvantages of various definitions for a serious injury metric. (b) Develop a roadmap to assist states in developing and implementing an interim system to measure and report injury severity using accepted injury scoring systems based on ICD codes. The intent of the roadmap is to enable year-to-year performance assessment by states using a standard measure. At a minimum, the roadmap should document a workable process(es) for linking statewide crash and hospital discharge data. For states where complete crash and/or hospital discharge data do not exist, identify surrogate sources, such as trauma registries, or alternative measures, such as estimates, that can be used within the workable process as an interim step until the preferred process(es) can be implemented. Identify means to overcome technical, legal, political, financial, and other challenges to implementation and linkage of these state-based data systems. The states' future performance assessments will yield at a minimum the number of serious injury crashes and the number of persons seriously injured in each state using a standardized definition. This step should lead to the ultimate outcome, which is a unified database as described further in (c). (c) Expanding on (b), develop a state-based framework to perform comprehensive linkage of records related to motor vehicle crashes resulting in serious injuries, and incremental steps and priorities for achieving the linkage. A direct linkage is strongly preferred but it is recognized that alternative linkage methods may be appropriate, so the framework should include methods to be used when linkage is unsuccessful. Records may include crash and citation records; pre-hospital (telematics, 911, EMS, etc.); hospital (ED/inpatient); disability; death (coroner, medical examiner, vital statistics); trauma registries; traumatic brain injury registries; and&nbsp;roadway and traffic inventories. The framework will provide for a comprehensive analysis and understanding of the factors associated with serious injuries before, during, and after the crashes, and the associated medical outcomes. This will allow for the development, implementation, and evaluation of countermeasures for serious injury crashes, and continuous system improvement. KW - Coding systems KW - Crash data KW - Crash injury research KW - Injury severity KW - KABCO Score KW - Telematics KW - Traffic crashes UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3179 UR - https://trid.trb.org/view/1231453 ER - TY - ABST AN - 01463227 TI - Scour at the Base of Retaining Walls and Other Longitudinal Structures AB - In many locations in the United States, new construction, rehabilitation, and/or reconstruction is requiring the use of retaining walls to minimize the impact of fill into a channel or floodway. Other longitudinal structures (e.g., embankments) that encroach into floodplains need to be protected from erosion and failure by designing and installing countermeasures to protect the face and/or bottom of the structures. What is missing in both of these design situations is the ability to accurately determine the depth of scour at the base of the retaining wall or longitudinal structure such that their foundations can be set at elevations that prevent failure due to undermining. In recent years, there have been several significant retaining wall failures caused by undermined foundations because a reliable method of estimating scour is not routinely used by the engineering community. Either the potential scour at the base of the structure is not considered or estimates are made based on &ldquo;rule-of-thumb&rdquo; guidance that may not be reliable. This is particularly important in building MSE (mechanically stabilized earth) walls in environments where the ultimate depth of scour is not known or cannot be determined.There is an urgent need for research in this area so that retaining walls and other longitudinal structures being placed in a riverine environment can be designed with a higher level of confidence. The objective of this research is to develop predictive methods that can be used to estimate scour at the base of longitudinal structures including vertical and sloping walls in a riverine environment with varying (a) flow characteristics; (b) approach angles; (c) structure lengths, shapes, and roughnesses; and (d) streambed/sub-surface soils. KW - Embankments and retaining walls KW - Failure KW - Flood plains KW - Flood protection KW - Foundations KW - Mechanically stabilized earth KW - Scour UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3186 UR - https://trid.trb.org/view/1231452 ER - TY - RPRT AN - 01362888 AU - Sawyer, Michael AU - Eccles, Kim AU - Lefler, Nancy AU - Soika, Jon AU - Rothenberg, Heather AU - Miller, Jeffrey AU - Vanasse Hangen Brustlin, Incorporated AU - Federal Highway Administration TI - State Data Capabilities Assessment Preliminary Findings/Midpoint Report PY - 2011/12/13/Final Report SP - 37p AB - The Federal Highway Administration (FHWA) is in the process of conducting a capabilities assessment for each State in terms of the collection, management, and use of roadway safety data. This project is part of the Roadway Safety Data Partnership (RSDP), a collaborative effort between the FHWA and States to ensure that they are best able to develop robust data-driven safety capabilities. This midpoint report provides a status update and some preliminary findings based upon the States that have been assessed to date. The report also addresses challenges that have arisen and the project team’s collaborative approach to improve the assessment process with our State partners. KW - Cooperation KW - Data collection KW - Evaluation and assessment KW - Highway safety KW - Intergovernmental partnerships KW - State departments of transportation UR - http://safety.fhwa.dot.gov/rsdp/downloads/RSDP_midpointrpt.pdf UR - https://trid.trb.org/view/1131073 ER - TY - RPRT AN - 01362873 AU - Sawyer, Michael AU - Eccles, Kim AU - Lefler, Nancy AU - Soika, Jon AU - Rothenberg, Heather AU - Miller, Jeffrey AU - Vanasse Hangen Brustlin, Incorporated AU - Federal Highway Administration TI - State Data Capabilities Assessment Preliminary Findings PY - 2011/12/13 SP - 37p AB - The Federal Highway Administration (FHWA) is in the process of conducting a capabilities assessment for each State in terms of the collection, management, and use of roadway safety data. This project is part of the Roadway Safety Data Partnership (RSDP), a collaborative effort between the FHWA and States to ensure that they are best able to develop robust data-driven safety capabilities. This midpoint report provides a status update and some preliminary findings based upon the States that have been assessed to date. The report also addresses challenges that have arisen and the project team’s collaborative approach to improve the assessment process with our State partners. KW - Cooperation KW - Crash data KW - Data collection KW - Highway safety KW - State highway departments UR - http://safety.fhwa.dot.gov/rsdp/downloads/RSDP_midpointrpt.pdf UR - https://trid.trb.org/view/1128469 ER - TY - RPRT AN - 01373020 AU - Stone, John R AU - Kim, Youngsoo R AU - List, George F AU - Rasdorf, William AU - Sayyady, Fatemeh AU - Jadoun, Fadi AU - Ramachandran, Aditya N AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Development of Traffic Data Input Resources for the Mechanistic Empirical Pavement Design Process PY - 2011/12/12/Final Report SP - 257p AB - The Mechanistic-Empirical Pavement Design Guide (MEPDG) for New and Rehabilitated Pavement Structures uses nationally based data traffic inputs and recommends that state DOTs develop their own site-specific and regional values. To support the MEPDG NCDOT needs site-specific truck classification counts, truck axle load spectra, regional average seasonal adjustment factors, and forecasting methods for truck class volumes. This research proposal addresses these NCDOT traffic data and forecasting needs for implementing the MEPDG. The research produced the following results: (1) software to process and clean WIM data; (2) database of high quality, clean NCDOT vehicle class counts and weight data; (3) simulation studies to guide the selection of sensitive traffic data and traffic count locations; (4) techniques for traffic data clustering and seasonal analysis of vehicle classification and truck axle loadings; (5) software to prepare datasets and sampling plans for Levels 1, 2, and 3 MEPDG requirements (Level 1 site specific, Level 2 seasonal groupings, and Level 3 statewide averages); (6) site specific, regional and statewide NC traffic data inputs for Levels 1, 2, and 3 in the MEPDG procedures for vehicle class distributions and axle load spectra including seasonality; (7) vehicle class forecasting methods for MEPDG procedures; (8) case study demonstrations and analyses; and (9) implementation and management plan for MEPDG traffic data. KW - Mechanistic design KW - Mechanistic-Empirical Pavement Design Guide KW - North Carolina KW - Pavement design KW - Pavement performance KW - Sensitivity analysis KW - Traffic forecasting KW - Truck traffic KW - Vehicle classification KW - Weigh in motion UR - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2008-11FinalReport.pdf UR - http://ntl.bts.gov/lib/44000/44400/44465/2008-11FinalReport.pdf UR - https://trid.trb.org/view/1140036 ER - TY - RPRT AN - 01531729 AU - Soleimanbeigi, Ali AU - Edil, Tuncer AU - Benson, Craig AU - University of Wisconsin, Madison AU - Federal Highway Administration TI - Evaluation of Recycled Shingles as Structural Fill PY - 2011/12/10/Final Report SP - 200p AB - The objective of this research was to evaluate the geotechnical properties of recycled asphalt shingles (RAS) as structural fill material in highway embankments or backfill material behind retaining structures and to provide relevant design guidelines. The research addressed the following hypotheses: 1- RAS as a granular material has sufficient shear strength and drainage capacity to qualify as a structural fill. Since RAS contains asphalt cement and cellulose felt, the material may exhibit higher compressibility compared to traditional fill material. 2- Addition of less compressible materials to RAS or stabilization of RAS can reduce the compressibility and increase shear strength and drainage capacity of RAS. 3- Since RAS contains asphalt cement, temperature variation affects its engineering properties. 4- Since RAS contains asphalt cement, time-dependent shear or volumetric strain under sustained deviatoric stress may be significant. The main chapters (Chapter 2, 3, and 4) are written as individual self-contained technical articles. In Chapter 2 entitled “Recycled Asphalt Shingles Mixed with Granular Byproducts as Structural Fill”, physical and mechanical properties of RAS and RAS mixed with granular industrial byproducts including bottom ash (BA) and foundry slag (FS) are evaluated in a systematic manner. Results show that although pure RAS has suitable drainage capacity and shear strength as structural fill, compressibility of RAS is significant compared to natural soils. Systematic addition of BA and FS to RAS reduced the compressibility and increased shear strength and drainage capacity of RAS:BA and RAS:FS mixtures. Design graphs were developed to estimate geotechnical properties of RAS:BA and RAS:FS mixtures for a given RAS content and stress level. In Chapter 3 entitled “Evaluation of Fly Ash Stabilization of Recycled Asphalt Shingles for Use in Structural Fills”, self-cementing (Class C) fly ash was used to stabilize RAS. Results show that stabilization remarkably reduces compressibility and increases the shear strength of RAS. However, stabilization also reduces the drainage capacity of RAS to that of silty sand or silty clay soil. Chapter 4 entitled “Effect of Temperature on Geotechnical Properties of Recycled Asphalt Shingles Mixtures” evaluates the effect of temperature change on geotechnical properties of compacted RAS:BA mixture and stabilized RAS. The development of a thermomechanical system and test procedures at elevated temperature are described. Systematic mechanical tests at elevated temperatures were conducted on RAS:BA and stabilized RAS specimens. The results show that when temperature increases, the shear strength decreases but compressibility and hydraulic conductivity increases. The shear strength and hydraulic conductivity of RAS containing embankments or stabilized RAS are sufficient to provide stability and drainage capacity of road embankments at different climates in North America. However; to minimize long-term settlement, compaction and construction of RAS embankments are recommended in warm season of the year. Chapter 5 contains summary and conclusion of the research conducted on RAS. Appendix I includes a paper that investigates geotechnical properties of RAS mixed with foundry slag in greater detail as well as the practical implications for estimation of settlement of typical highway embankment constructed with RAS:FS mixture. KW - Bottom ash KW - Compressibility KW - Drainage KW - Embankments KW - Fills KW - Fly ash KW - Geotechnical engineering KW - Permeability coefficient KW - Retaining walls KW - Settlement (Embankments) KW - Shear strength KW - Shingles KW - Slag KW - Temperature UR - http://rmrc.wisc.edu/wp-content/uploads/2012/12/Edil-No.-55-Recycled-Asphalt-Shingles-as-Structural-Fill.pdf UR - https://trid.trb.org/view/1316213 ER - TY - ABST AN - 01548214 TI - Research Program Design---Administration of Highway and Transportation Agencies. Alternative State DOT Organizational Models for Delivering Services AB - The objective of this project was to prepare a synthesis of current practice and research regarding how departments of transportation (DOTs) are structured and the relationships of DOT structure to the organization's performance in delivering services to their stakeholders. The Project was undertaken to provide factual bases for strategic planning by the American Association of State Highway and Transportation Officials' (AASHTO's) Subcommittee on Organization and Management (SOOM). The project entailed (1) a targeted review and synthesis of the literature on organizational design theory within DOTs and, more generically, in a range of public and private organizations, guided by phone interviews with a select small number of current or former DOT chief executive officers (CEOs) to gain their perspectives on the importance of organizational design for DOTs' performance; (2) a survey of CEOs of state DOTs to provide benchmarking information on what DOT leaders in 2012 think about how their agencies' organizational structures influence performance and where major opportunities exist to enhance performance through change in organizational design; and (3) analysis to identify key objectives and associated criteria that tend to drive DOT decisions about organizational structure and a typology for characterizing the various organizational approaches that are currently used by DOTs. KW - Organizational effectiveness KW - Organizational factors KW - Performance measurement KW - State departments of transportation KW - Strategic planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3232 UR - https://trid.trb.org/view/1335887 ER - TY - ABST AN - 01463252 TI - Economic Productivity and Transportation Investment Priorities AB - State departments of transportation (DOTs) and other agencies generally must consider many more opportunities for improving the transportation system for which they are responsible than they have funding to implement. Agency staff must evaluate the relative merits of investment options in an effort to determine which will produce the greatest benefit for taxpayers and citizens who are the system's owners. DOTs typically use a variety of methods in making these evaluations, reflecting the various objectives to be met--for example, greater safety and environmental protection, and cost savings. One widely used method is cost-benefit analysis (BCA), which undertakes to assess--usually in monetary terms--the relationship between an investment's costs and the measurable economic benefits to be received over the lifetime of that investment. BCA typically makes its assessments at a very aggregated level and is substantially influenced by roadway-user travel-time savings. These savings certainly are benefits for the population that enjoys them, but have only a general relationship with the productivity of the region's specific businesses and labor force. These productivity gains are an important consequence of transportation system improvements. Fast and reliable delivery of goods and services, for example, can reduce the need for delivery vehicles, warehouse space, and investment in equipment and facilities; and increase the rate at which workers can complete their tasks. The cumulative effect of multifactor productivity gains can influence the competitiveness of firms in a region and the attractiveness of the region for companies and workers considering relocation from other areas. Research presented in NCHRP Report 342: Primer on Transportation, Productivity, and Economic Development, published in 1991, considered the relationship between transportation investments and economic growth. The report, intended to assist DOTs and other decision makers to ensure that transportation policies and investments promote enhanced growth as well as regional gains, relies substantially on a BCA framework and notes the difficulty of measuring productivity gains within this framework. That report and more recent literature suggest that typically used BCA methods generally neglect, miscalculate, or misinterpret the increased productivity attributable to transportation system improvements. Research is needed to develop guidance on consistent and defensible methods DOTs and other agencies can use to forecast and value productivity gains attributable to transportation system improvements in a region. The research should address estimation and valuation of labor and capital productivity gains associated, for example, with enhanced access and mobility, congestion relief, improved safety, and reduced vehicle operating costs and emissions. The research should consider how measures of productivity improvement may be used in combination with other types of analysis--for example, benefit-cost analyses, safety assessments, and environmental impact reviews--to establish investment priorities. The objective of this research is to develop a methodology and guide for incorporating productivity gains in analysis and prioritization of transportation investments. The methodology and guide will encourage DOTs and other agencies to apply consistent analysis methods and produce results that facilitate public decision making about transportation improvement priorities within a state or other large region. KW - Benefit cost analysis KW - Economic growth KW - Environmental protection KW - Investments KW - Mobility KW - Safety KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3153 UR - https://trid.trb.org/view/1231478 ER - TY - ABST AN - 01463251 TI - Work Zone Capacity Methods for the Highway Capacity Manual AB - Work zone mobility is a major concern for transportation agencies due to maintenance and construction needs and increasing traffic congestion. Nearly 24 percent of non-recurring congestion is caused by work zones and recent federal rules require systematic impact assessment during the planning, design, and construction of projects, as well as development of Transportation Management Plans for all federal-aid highway projects. The emphasis on work zone impact assessment, which includes analysis of Maintenance of Traffic (MOT) alternatives, mitigation strategies, and road-user costs, has resulted in the rapid increase in development and use of related analytical methodologies, modeling, and tools. These analytical tools are used by transportation agencies to make multi-million dollar MOT decisions, determine work hours and project scheduling, and develop incentives/disincentives and lane rental fees. Selection of suboptimal MOT alternatives and other impact mitigation strategies may result in increased congestion, degraded travel time reliability, and increased rear-end crashes due to queues. A good understanding of work zone capacity is important for the proper use of spreadsheet/sketch-planning tools as well as simulation tools. The Highway Capacity Manual (HCM), the fundamental reference document for determining roadway capacity and level of service, has limited information on freeway work zone capacity, and additional information is needed to address the range of work zones for the various facility types and conditions. Guidance is also needed on how to calibrate microscopic simulation models to accurately account for work zone capacities. The objective of this research is to develop improved material on the capacity of work zones suitable for incorporation into the HCM. The material should (1) define work zone capacity, (2) describe procedures for field measurement of work zone capacity, (3) present analytical techniques or methods to estimate the capacity of work zones, (4) provide recommendations for the calibration of work zone capacity in microscopic simulation models, and (5) include example problems. Although consideration of diverting traffic is important in analyzing MOT alternatives, it is beyond the scope of this project. KW - Highway capacity KW - Highway Capacity Manual KW - Highway maintenance KW - Impact assessment KW - Road construction KW - Work zones UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3157 UR - https://trid.trb.org/view/1231477 ER - TY - ABST AN - 01573321 TI - Transportation Engineering and Road Research Alliance AB - The Transportation Engineering and Road Research Alliance (TERRA) is seeking organizations to join the alliance. Benefits of membership include: (1) Sitting at the table collaboratively with industry, academia, and government agency representatives to define common road-related research issues and establish joint research priorities, building on existing efforts such as the Federal Highway Administration's (FHWA's) PC Roadmap and HMA Roadmap; (2) Exploring research funding opportunities that leverage funds across organizations; (3) Receiving timely results on TERRA research projects through communication products that focus on lessons learned and implementation; (4) Assistance in putting research results into practice through technology transfer events such as the TERRA Innovation Series; (5) Opportunities to feature news about your organization in a quarterly electronic newsletter. TERRA members serve on the board and supporting committees, meeting periodically throughout the year to determine priorities, develop strategies to address the priorities, and execute action plans. The current priority objectives of the organization are laid out in the following strategic directions, adopted in July 2008 by the current TERRA board; (1) Define and launch a bold and synergistic research program. Create research priorities that expand beyond a MnROAD focus and leverage the power of the group. These priorities should utilize diverse funding sources, engage and benefit TERRA members, and be recognized nationally; (2) Implement research results "on the ground". Implementation of transportation engineering and road research applications should be successful, visible, and include innovations that are also put into practice outside of the alliance; (3) Develop activities that enhance TERRA's role as a dynamic forum for research interchange. Activities should provide continuous learning opportunities that enable members to educate each other, as well as adapt to a changing world through easily accessible information and ongoing exchange. TERRA committee members define specific annual action plans to help ensure these directions are implemented. The action plans are described in detail in an annual Business Plan. KW - Action plans KW - Highway research KW - Lessons learned KW - Research projects KW - Technological innovations KW - Technology transfer KW - Transportation engineering UR - http://www.pooledfund.org/Details/Study/443 UR - https://trid.trb.org/view/1366545 ER - TY - ABST AN - 01566744 TI - Executive Workshops on Strategies and Best Practices for State Departments of Transportation to Support Commercialization of Electric Vehicles (EV) and Infrastructure AB - The Wisconsin Department of Transportation (WSDOT) proposes to collaborate with other states to establish a community of practice that can share information as the states develop strategies and best practices to support commercialization of electric vehicles and infrastructure. Specifically, this project will bring together executive-level representatives from fifteen states to engage in a highly interactive series of discussions, presentations, and peer-to-peer exchanges. The proposed workshops will help Departments of Transportation (DOTs) build their capacity and capabilities to work with private partners as well as federal, state, and local officials as transportation electrification efforts gain momentum around the country. The workshops are geared towards the state DOT executive policy level. Each state DOT will serve as the lead and can invite one additional participant from their respective state from the following categories: other state agencies (energy, ecology, or clean air agencies), governor's office, legislators, Regional Transportation Planning Organizations, universities, or city governments. The content of the workshops will be focused towards states that are already well underway in the process of supporting the commercialization of electric vehicles and infrastructure. Papers capturing the status of participating state's policies supporting commercialization of electric vehicles and infrastructure will be developed in addition to communication materials for the web. KW - Best practices KW - Commercialization KW - Electric vehicles KW - Infrastructure KW - State departments of transportation KW - Workshops UR - http://www.pooledfund.org/Details/Study/478 UR - https://trid.trb.org/view/1358400 ER - TY - ABST AN - 01495913 TI - Recycled Unbound Pavement Materials (MnROAD Study) AB - The objective of this study is to monitor the performance of several test cells at the Minnesota Road Research Facility (MnROAD) constructed using recycled materials in the granular base layers, including blended with virgin materials and 100% recycled asphalt and concrete pavement materials. The material properties will be monitored during construction and throughout the pavement life in order to determine their effects on pavement performance. The properties will be used to verify mechanistic-empirical design inputs, especially their variation with changing seasons and moisture regimes. This pooled fund study is strictly to perform the recycled materials research on newly built test sections at MnROAD, and its funding will come from the Minnesota Department of Transportation (Mn/DOT) and other participating states. The funding for initial construction of the test sections will be obtained separately from Mn/DOT and other partners. KW - Material properties KW - Mechanistic design KW - Minnesota Road Research Facility KW - Pavement performance KW - Recycled asphalt pavements KW - Recycled materials KW - Service life UR - http://www.pooledfund.org/Details/Study/361 UR - https://trid.trb.org/view/1265854 ER - TY - RPRT AN - 01362895 AU - Srinivasan, Raghavan AU - Carter, Daniel AU - University of North Carolina, Chapel Hill AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Development of Safety Performance Functions for North Carolina PY - 2011/12/06/Final Report SP - 88p AB - The objective of this effort is to develop safety performance functions (SPFs) for different types of facilities in North Carolina and illustrate how they can be used to improve the decision making process. The prediction models in Part C of the Highway Safety Manual were calibrated using data from North Carolina. SPFs were estimated for 9 crash types for 16 roadway types using statewide data from North Carolina – these SPFs just include AADT and can be used for network screening. In addition, SPFs for rural two lane roads were developed using AADT and other site characteristics including shoulder width/type and terrain. Using examples, this report outlines how the different SPFs can be used for network screening, project level analysis, and before-after evaluation using the empirical Bayes method. Finally, there is a discussion of how NCDOT can use the SPFs in the future by either calibrating the SPFs developed in this effort and/or develop SPFs using negative binomial regression. Along with the final report are Excel files that can be used by NCDOT to calibrate the SPFs in the future and to implement the HSM prediction methodology. KW - Binomial distributions KW - Calibration KW - Decision making KW - Highway safety KW - Highway Safety Manual KW - Manuals KW - North Carolina UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2010-09finalreport.pdf UR - http://ntl.bts.gov/lib/43000/43300/43303/2010-09finalreport.pdf UR - https://trid.trb.org/view/1127558 ER - TY - ABST AN - 01563875 TI - Design and Fabrication Standards to Eliminate Fracture Critical Concerns in Two Girder Bridge Systems AB - The Federal Highway Administration (FHWA) currently has the authority to allow owners to forego fracture critical inspection for low redundancy bridge structures on a case by case basis, but this has rarely been done since no guidance is available for ensuring bridge safety. This project will establish guidance that provides a high level of bridge safety that can then form the basis for in-service inspection decisions. When considering the estimated projects costs, it must be recognized that the results of this research will be transformative for the steel bridge industry. For the first time, material selection, design, and inspection will be rationally integrated to eliminate fracture concerns. This can result in significant cost savings for medium and long span bridges and facilitate introduction of modular concepts for short span bridges. KW - Bridge design KW - Bridge inspection KW - Bridge safety KW - Fracture critical members KW - Fracture mechanics KW - Girder bridges KW - Modular structures KW - Steel bridges UR - http://www.pooledfund.org/Details/Study/467 UR - https://trid.trb.org/view/1354981 ER - TY - ABST AN - 01463280 TI - Environmental Performance Measures for State Departments of Transportation AB - Transportation performance management is an established and effective practice for building accountability and driving results in transportation agencies. The American Association of State Highway and Transportation Officials (AASHTO), the Federal Highway Administration (FHWA), and others are actively engaged in determining how to implement performance-based management of surface transportation programs in state departments of transportation (DOTs). In 2004, the chief executive officers of the state DOTs established the NCHRP 20-24(37) project series in recognition of the potential for comparative performance measurement to help improve their organizations. Nationally, Congress and the U.S. Department of Transportation have also expressed interest in incorporating performance measures in the identification and prioritization of federal investments in transportation infrastructure. A number of potential national comparative performance measures, including environmental performance measures, are suggested for further research in the NCHRP 20-24(37G) report "Technical Guidance for Deploying National Level Performance Measurements". Additional research is necessary to identify appropriate comparative environmental performance measures that can be used to support decision making by DOTs within the context of the federal aid highway program. The objective of this research is to develop selected key environmental performance measures that can be integrated into a state DOT's performance management program. Each performance measure should (1) be meaningful at a state level, (2) enable national comparisons, (3) be implementable in the near-term, and (4) contribute to informing investment decisions. Performance areas including but not limited to (1) air, (2) water, (3) materials, (4) recycling, (5) energy, (6) greenhouse gases, (7) biodiversity, and (8) habitat may be considered. Environmental performance measures to be evaluated should not include social and economic impacts, environmental justice, or cultural resources. This research will not involve a national comparative analysis of state DOT performance. At a minimum, the following information should be provided for each performance measure: a) the definition and intent of each measure; b) a calculation methodology; c) graphical display options; d) specific data needs for each calculation (e.g., data sources, data collection methods, and data quality and reliability standards); e) method(s) for establishing a plausible baseline, rate of change, or other targets and long-term goals or thresholds; and f) approaches for implementing the performance measures within DOT planning and programming, project development, project delivery, and operations and maintenance functions. KW - Environmental performance KW - Ground transportation KW - Performance measurement KW - State departments of transportation KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3190 UR - https://trid.trb.org/view/1231506 ER - TY - RPRT AN - 01530902 AU - Hall, Kevin AU - Texas Transportation Institute AU - Federal Highway Administration TI - A Snapshot of Travel Modeling Activities: The State of Texas PY - 2011/12/01 SP - 95p AB - The Texas Department of Transportation (TxDOT) has been involved in model development and travel model activities since the early 1960s. With the implementation of the Surface Transportation Act in 1962, TxDOT became the lead travel demand model developer in the state for all urban areas greater than 50,000 in population and continues to be the lead model developer for 23 of the 25 urban areas in the state. There are three main aspects in TxDOT’s approach to modeling that have been an underlying motif throughout the ensuing decades and that inform the structure of this report; these are: software independence, commitment to data collection, and support of research and model enhancements. This snapshot focuses on TxDOT’s current activities and begins with a brief history of modeling in the state. Following the brief history, the current state of modeling in Texas is summarized followed by a discussion of on‐going data collection activities that support travel model development in the state. That is followed by an overview of recent and unique Texas model applications. The final section of the report offers a summary of the Texas statewide analysis model (SAM).   KW - Data collection KW - History KW - State of the practice KW - Texas KW - Texas Department of Transportation KW - Travel demand KW - Urban areas UR - http://media.tmiponline.org/clearinghouse/FHWA%E2%80%90HEP%E2%80%9012%E2%80%90005/Snapshot_of_Modeling_in_Texas.pdf UR - https://trid.trb.org/view/1314272 ER - TY - RPRT AN - 01454156 AU - Pierce, Charles E AU - Gassman, Sarah L AU - Ray, Richard P AU - University of South Carolina, Columbia AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - Geotechnical Materials Database for Embankment Design and Construction PY - 2011/12/01/Final Report SP - 81p AB - This project was focused on the assimilation of engineering properties of borrow soils across the state of South Carolina. Extensive data on soils used for embankment construction were evaluated and compared within Group A (Piedmont) and Group B (Coastal Plain) soil deposits. A geotechnical materials database was constructed using three main sources of information: 1) review and synthesis of available soils information from 197 borrow pits gathered from the South Carolina Department of Transportation (SCDOT) Engineering Districts; 2) experimental testing of representative field samples of soils from 17 known borrow sources to determine the physical, mechanical, and chemical properties of these soils; and 3) triaxial compression test results from soil samples of existing embankments, based on a thorough review and synthesis of multiple project reports supplied by SCDOT. The geographical and geotechnical data for all of the identified borrow sources were compiled into a master spreadsheet using Microsoft® Excel. KW - Borrow material KW - Borrow pits KW - Databases KW - Embankments KW - Geotechnical engineering KW - Soil compaction test KW - Soil mechanics KW - Soil tests KW - South Carolina UR - http://www.clemson.edu/t3s/scdot/pdf/projects/670_FinalReport.pdf UR - http://ntl.bts.gov/lib/46000/46200/46241/SPR_670.pdf UR - https://trid.trb.org/view/1220257 ER - TY - RPRT AN - 01570516 AU - Wang, Shentang AU - Brandes, Horst G AU - Robertson, Ian N AU - University of Hawaii, Manoa AU - Hawaii Department of Transportation AU - Federal Highway Administration TI - Constitutive and Numerical Modeling of Soil and Soil-Pile Interaction for 3D Applications and Kealakaha Stream Bridge Case Study PY - 2011/12//Final Report SP - 211p AB - This study is concerned with developing new modeling tools for predicting the response of the new Kealakaha Stream Bridge to static and dynamic loads, including seismic shaking. The bridge will span 220 meters, with the deck structure being curved and sloped. In addition, the piers will be resting on opposite sides of a very deep gulch. As a result, conventional two-dimensional modeling is considered inadequate and a full three-dimensional approach to address the soil-structure interaction problem becomes necessary. The difficulty with carrying out such a comprehensive modeling effort lies, in part, on the enormous computational resources that are necessary to achieve even a moderate degree of prediction detail. Thus a computationally efficient numerical technique becomes essential. This study focuses on developing specific formulation improvements that should provide substantial computational savings and improved predictions for general finite and infinite element numerical codes. The platform that is embraced in this study is the open source code OpenSees, which is rapidly becoming the framework of choice in the earthquake engineering community for complex soil-structure interaction problems. A number of advanced constitutive soil models and miscellaneous coding improvements have been incorporated into OpenSees. It is expected that the findings of this study should lead to a computational resource that will be able to provide useful predictions for the new Kealakaha bridge and other similar bridge structures. As part of this study, a generalized integration formulation is presented in tensorial form for 3D elastoplastic problems. Two special cases of this generalized formulation, the well known implicit and explicit integration schemes, are compared for four specific soil models with regard to accuracy and efficiency. A 20-node reduced-integration brick element is implemented for this purpose. The findings provide useful guidelines for selection of particular integration schemes for nonlinear 3D problems. KW - Bridge foundations KW - Case studies KW - Computational efficiency KW - Earthquake resistant design KW - Kealakaha Stream Bridge KW - Mathematical models KW - Open System for Earthquake Engineering Simulation (OpenSees) KW - Soil structure interaction UR - http://ntl.bts.gov/lib/55000/55100/55109/Constitutive_and_Numerical_Modeling_of_Soil_and_Soil-Pile_Interaction_for_3D_Applications_and_Kealakaha_Stream_Bridge_Case_Study_Final_Repo.pdf UR - https://trid.trb.org/view/1361252 ER - TY - RPRT AN - 01548663 AU - Crowson, Ginny AU - Jackels, Jon AU - Athey Creek Consultants AU - Michigan Department of Transportation AU - Federal Highway Administration TI - Design and Evaluation Guidance for Intersection Conflict Warning Systems (ICWS) PY - 2011/12//Final Report SP - 27p AB - Intersection crashes continue to represent a significant share of transportation fatalities and serious injuries throughout the country. In addition to intersection lighting, signing and geometric improvements, organizations have turned to Intelligent Transportation Systems (ITS) as another tool for improving safety. Over the past several years, a variety of mainline and cross street oriented intersection conflict warning systems (ICWS) have been developed and tested in many states across the country. Some systems have been developed using local expertise, while others have been supported by the U.S. Department of Transportation (USDOT) Cooperative Intersection Collision Avoidance Systems program. No specific guidance has been available for these systems in regard to placement, size, messaging, failsafe, etc. This has resulted in a fairly broad range of approaches and with the states’ growing experience there is now an opportunity to work together in moving toward standardization. Bringing together organizations that have developed and deployed ICWS, the purpose of this project was to develop a consistent approach for more uniform deployment and further evaluation of ICWS, and to recommend preliminary guidance for Manual on Uniform Traffic Control Devices (MUTCD) consideration. This work was initiated through a webinar and two in-person workshops. Participants included ENTERPRISE pooled fund states, other states that have deployed systems, the Federal Highway Administration (FHWA), the National Committee on Uniform Traffic Control Devices (NCUTCD), the American Association of State Highway and Transportation Officials (AASHTO) and the National Association of County Engineers (NACE). Based on the information assembled, this guidance provides technical insight and recommended practice for the design and evaluation of ICWS. KW - Crash avoidance systems KW - Design KW - Evaluation KW - Intelligent transportation systems KW - Intersections KW - Manual on Uniform Traffic Control Devices KW - Recommendations KW - Traffic conflicts KW - Workshops UR - http://enterprise.prog.org/Projects/2010_Present/developingconsistencyIWS/Design_and_Eval_Guidance/Guidance%20for%20ICWS%20Version%201-122011.pdf UR - https://trid.trb.org/view/1333230 ER - TY - RPRT AN - 01534780 AU - Lombard, Brian AU - Kubiczki, John AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - Synthesis of Wood Treatment Alternatives for Timber Railroad Structures PY - 2011/12//Final Report SP - 26p AB - A wealth of information exists on various wood preservatives, treatment techniques, curing practices, and other engineered controls, along with alternative materials for replacement. This study was initiated to review and synthesize available information so that future bridge timber work could be completed in a manner that would optimize performance while eliminating damage to the environment. This project was triggered by dripping creosote from the Frankenstein Trestle within an environmentally sensitive area. Of the seven products evaluated, two are recommended for railroad bridge timbers: Copper Naphthenate and Creosote. Copper Naphthenate is commonly used in other jurisdictions, especially over sensitive aquatic environments and where preservative drippage is a concern. The product has low toxicity, is not listed as a restricted-use pesticide (RUP) by the U.S. Environmental Protection Agency (EPA), and has shown equal or superior performance compared to creosote or pentachlorophenol. State departments of transportation (DOTs), including Iowa and Minnesota, specify Copper Naphthenate for replacement and renovation of wooden bridges. Its only disadvantage is a limited supply of product currently. Creosote-treated wood has proven its effectiveness and longevity. To minimize potential issues, best management practices (BMPs) are required. These include specification of the correct retention rate for the wood species and type of use, specification of the empty-cell process, and the use of expansion baths for post-treatment. Only straight creosote or a 75/25 creosote/petroleum solution should be specified. As a result of this study, the New Hampshire DOT’s specifications for railroad bridge timbers have been modified to reflect improved standards for preservatives, including treatment techniques and post-treatment procedures. In order to optimize performance while mitigating environmental concerns, a series of BMPs covering the design, purchase, delivery, handling, installation, and inspection of timbers are also being incorporated into future projects. It is expected that these recommendations will be incorporated into wooden highway structures as well. KW - Best practices KW - Copper naphthenate KW - Creosote KW - Environmental impacts KW - New Hampshire KW - New Hampshire Department of Transportation KW - Railroad bridges KW - Railroad ties KW - Railroad tracks KW - Specifications KW - Wood preservatives KW - Wood ties KW - Wooden bridges UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-15680i.pdf UR - https://trid.trb.org/view/1320444 ER - TY - RPRT AN - 01516393 AU - Varner, Robert L AU - Burns Cooley Dennis, Incorporated AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Variability of Cement-Treated Layers in MDOT Road Projects PY - 2011/12//Draft Final Report SP - 225p AB - The Mississippi Department of Transportation (MDOT) revised the specifications for cement-treated bases between the 1990 and 2004 editions of “Mississippi Standard Specifications for Road and Bridge Construction.” The required compressive strength of laboratory specimens was reduced in an effort to reduce shrinkage cracking in the cement-treated layer. The compaction effort of the in-place cement-treated base was increased to produce a stronger layer. These significant changes impact in-place properties and performance of the cement-treated base. Prior to this research, the author is not aware of any field studies that have been conducted to determine how these changes affected in-place properties. This research documents field and laboratory testing of two MDOT road projects. Findings were compared to project specifications and cement-treated base property variability was calculated and graphically illustrated. KW - Base course (Pavements) KW - Cement KW - Compressive strength KW - Cracking KW - Field studies KW - Laboratory tests KW - Mississippi Department of Transportation KW - Pavement layers KW - Specifications UR - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20227%20-%20Variability%20of%20Cement-Treated%20Layers%20in%20MDOT%20Road%20Projects.pdf UR - https://trid.trb.org/view/1300318 ER - TY - RPRT AN - 01513419 AU - United States Federal Highway Administration TI - Helena Bypass from County Road 52 in Helena to State Route 261 near Bearden Road, Shelby County : environmental impact statement PY - 2011/12//Volumes held: Draft, F KW - Alabama KW - Environmental impact statements UR - https://trid.trb.org/view/1297743 ER - TY - RPRT AN - 01510694 AU - United States Federal Highway Administration TI - US 14 from Front Street in New Ulm to Nicollet County Road 6, Brown and Nicollet counties, Minnesota : environmental impact statement PY - 2011/12//Volumes held: Draft, Final KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/1295018 ER - TY - RPRT AN - 01508865 AU - United States Federal Highway Administration TI - US-1 from Sandhill Road (SR-1971) to North of Fox Road (SR 1606), Richmond County: environmental impact statement PY - 2011/12//Volumes held: Draft, Dsup, F KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/1293189 ER - TY - RPRT AN - 01506076 AU - Lemon, Bob AU - Commuri, Sesh AU - Haskell Lemon Construction Company AU - Federal Highway Administration TI - Intelligent Asphalt Compaction Analyzer PY - 2011/12//Final Report SP - 78p AB - This report describes the evaluation of the Intelligent Asphalt Compaction Analyzer (IACA) during the compaction of asphalt pavements. The IACA consists of sensors to measure the location and vibrations of the roller, an infrared sensor to monitor the mat temperature, and a display to provide the roller operator the estimated pavement density in real-time. The IACA also has built-in features to display vital compaction information like coverage and as-built density for the operator to monitor the progress during compaction. During the report period (2008-2010), independent contractors evaluated the IACA during the construction of both full-depth and overlays of asphalt pavements. A test protocol was developed to determine the short term, as well as the long term performance of the IACA. The evaluation was carried out by seven (7) participating contractors during the construction/remediation of the asphalt pavements across the United States. Roadway cores were extracted at randomly selected locations on the finished pavement and the density of the cores was measured using the AASHTO T-166 method. The validation of the IACA performance was performed by the comparison of the IACA estimated density with the density of the roadway cores at these random locations. The measurements from 180 roadway cores over the duration of the project showed that the IACA was able to estimate the density of the compacted pavement with a mean error of 0.1% (of the Theoretical Maximum Density) and a standard deviation of 0.8. Further, the estimation error had a 95% Confidence Interval of [-1.2 1.2], thereby indicating that the IACA is suitable for use as a contractor Quality/process Control tool during the construction of Asphalt Pavements. KW - Artificial intelligence KW - Asphalt pavements KW - Asphalt tests KW - Compaction KW - Evaluation KW - Neural networks KW - Paving KW - Sensors KW - Specimens KW - United States KW - Vibration UR - http://www.fhwa.dot.gov/hfl/partnerships/haskell/iaca/iaca.pdf UR - https://trid.trb.org/view/1280729 ER - TY - RPRT AN - 01473297 AU - Keller, Gordon AU - Wilson-Musser, Sandra AU - Bolander, Pete AU - Barandino, Vincent AU - San Dimas Technology and Development Center AU - Department of Agriculture AU - Federal Highway Administration TI - Stabilization and Rehabilitation Measures for Low-Volume Forest Roads PY - 2011/12 SP - 333p AB - This low-volume road stabilization and rehabilitation guide has been developed to provide guidance and techniques for the many types of repairs and improvements made to forest roads. Since most of the low-volume road network already exists throughout the United States, emphasis is on stabilization, rehabilitation, and repair measures rather than new construction. This document will assist the Forest Service and other Federal, State, and local land management agencies road managers, transportation engineers, equipment operators, resource specialists, field personnel, and others who are involved in rehabilitation and stabilization of low-volume roads. This guide was developed by obtaining information that contains methodologies and project-specific data from national forests throughout the country. Problems and solutions discussed generally deal with these major themes: erosion Control; slope stabilization; roadway surface and subgrade stabilization; road surface and subsurface drainage; and stream and wet area crossings. KW - Best practices KW - Drainage KW - Erosion control KW - Forest roads KW - Highway maintenance KW - Low volume roads KW - Rehabilitation (Maintenance) KW - Slope stability KW - Surface course (Pavements) UR - http://www.fs.fed.us/t-d/php/library_card.php?p_num=1177%201801P UR - https://trid.trb.org/view/1243806 ER - TY - RPRT AN - 01473103 AU - Peterson, Karl R AU - Sutter, Lawrence AU - Anzalone, Jerry AU - Michigan Technological University, Houghton AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Reduction of Minimum Required Weight of Cementious Materials in Concrete Mixes PY - 2011/12//Final Report SP - 66p AB - This project was designed to explore the feasibility of lowering the cementitious materials content (CMC) used in Wisconsin concrete pavement construction. The cementitious materials studied included portland cement, fly ash, and ground granulated blast furnace slag. For the first phase, mixtures were prepared using the current Wisconsin Department of Transportation (WisDOT) aggregate grading specification. For the second phase, mixtures were prepared using an optimized (e.g. Shilstone) gradation. A variety of tests for fresh and hardened concrete were conducted to determine the viability of low CMC mixtures for use in concrete pavement. The research resulted in several successful low CMC concrete mixtures in terms of workability, strength, and durability. Many unsuccessful low CMC concrete mixtures were also produced. The analysis of the data suggests a practical minimum CMC of 5.0 sacks/yd3 for concrete. However, successful mixtures containing fly ash were achieved at the CMC levels of 4.0 sacks/yd3 and 4.5 sacks/yd3. The same minimum CMC limits were established in both the first and second phases of the research, regardless of the change in aggregate gradation. KW - Admixtures KW - Concrete pavements KW - Durability KW - Fly ash KW - Portland cement KW - Slag KW - Strength of materials KW - Workability UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-08-08-final-report.pdf UR - https://trid.trb.org/view/1239125 ER - TY - RPRT AN - 01473057 AU - Harris, Devin K AU - Ahlborn, Theresa M AU - Mears, Kevin AU - Gheitasi, Amir AU - Michigan Technological University AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Evaluation of Constructed, Cast-in-Place (CIP) Piling Properties PY - 2011/12//Final Report SP - 133p AB - Closed-end, round, cast-in-place (CIP) tubular friction piles are commonly used in bridge and retaining wall structures in the State of Wisconsin. Installation of CIP piles is typically performed by the contractor according to specified bearing capacities in the construction plans. These CIP piles have historically been installed at depths ranging from 30 ft. to 120 ft., with nominal diameters between 10-3/4 in. and 14 in. and shell thicknesses between 1/4 in. and 3/8 in. In this study, a series of field-cast piles are investigated both experimentally and numerically to assess their structural capacity. The evaluation consisted of testing stub sections of pile with varying diameters (10-3/4 in., 12-3/4 in.), wall thicknesses (0.375 in., 0.5 in.) under various states of stress. The focus was on the axial capacity, the bond capacity and the compressive strength of the core material. KW - Axial compression KW - Bond strength (Materials) KW - Bridges KW - Cast in place structures KW - Compressive strength KW - Piles (Supports) KW - Retaining walls KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-09-04-final-report-part-1.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-09-04-final-report-part-2.pdf UR - https://trid.trb.org/view/1239126 ER - TY - RPRT AN - 01472479 AU - Kim, Yong-Woo AU - El-Anwar, Omar AU - Ahmed, Kamal M AU - Houston, Michael AU - University of Washington, Seattle AU - University of Washington, Seattle AU - Transportation Northwest Regional Center X (TransNow) AU - Washington State Department of Transportation AU - Washington State Transportation Center AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - The Relationship Between Delivery Processes and Transportation Projects Performance PY - 2011/12//Final Report SP - 41p AB - Close collaboration among stakeholders has long been recognized as an important factor of a successful project. In today’s climate of heightened focus on sustainability, collaboration needs to be taken to a new level in the design and construction process. This research investigates the issue of collaboration in light of project delivery system for transportation projects. The research tested three different methods (i.e., multi-regression, generic algorithm, and step-wise method) to identify relationship between project delivery process and project outcomes. Taking into account r-square and p-value the authors concluded that the step-wise method with significant variables provided reliable results on environments and community results. The expertise and alignment of objectives among project delivery process factors were the most significant input variables for a successful Environmental outcome in this model. The analysis also shows that contractor’s involvement and information sharing are important for successful community projects. Researchers developed best practices with associated factors and outcomes using above-mentioned qualitative as well as quantitative analysis. The best practices are (1) Alignment of cultures amongst organizations is key to achieving environmental goals and (2) Engaging stakeholders, particularly the General Contractor, early in the project process results in effectively managed projects. The associated factors used in the quantitative analysis with relevant project outcomes were identified on each of two important practices identified in the qualitative analysis. Through the research findings, researchers learned that some factors and associated best practices have statistical relations with project outcomes (i.e., environments and community results). The research results may provide clients of public transportation projects an insight on practices and areas to be improved and enriched toward more environmental-friendly as well as community-friendly projects. KW - Algorithms KW - Best practices KW - Construction projects KW - Contractors KW - Cooperation KW - Infrastructure KW - Project delivery KW - Project management UR - http://ntl.bts.gov/lib/46000/46200/46257/TNW2012-06_Understanding_collaboration_environments__Relationship_between_delivery.pdf UR - https://trid.trb.org/view/1239166 ER - TY - RPRT AN - 01472085 AU - Appiah, Justice AU - Naik, Bhaven AU - Rilett, Laurence R AU - Chen, Yifeng AU - Kim, Seung-Jun AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Development of a State of the Art Traffic Microsimulation Model for Nebraska PY - 2011/12//Final Report SP - 79p AB - The main objective of this research was to develop a state-of-the-art microsimulation model for the Nebraska State Highway System which can be used by Nebraska Department of Roads (NDOR) designers, planners and traffic engineers. Because accurately and efficiently modeling traffic flow characteristics, driver behavior, and traffic control operations is critical for obtaining realistic microsimulation results, the model was calibrated to Nebraska conditions. In addition, the model is designed so that a wide range of applications can be analyzed. The network consisted of 200 miles of roadway including 102 miles of Interstate 80 between York, NE and Omaha, NE; 49 miles of US Highway 6 between Lincoln, NE and Omaha; NE and 20 miles of State Highway 2 between Lincoln, NE and Palmyra, NE. All major highways and arterial roadways that crossed perpendicular to the network roads were included. These cross streets were modeled to a distance of approximately half a mile or to the first traffic signal. Supply data, including number of lanes, speed limit, lane width, traffic signal timings, etc. were obtained from various state and local agencies. Demand data was estimated from empirical traffic data. The microsimulation model VISSIM, version 5.2, was used in this project and the model was calibrated to empirical traffic data. KW - Behavior KW - Drivers KW - Highway traffic control KW - Microsimulation KW - Nebraska KW - State highways KW - Traffic flow KW - Traffic models KW - Traffic simulation UR - http://ne-ltap.unl.edu/Documents/NDOR/Dev_Traffic_Model_NE.pdf UR - https://trid.trb.org/view/1239509 ER - TY - RPRT AN - 01456905 AU - Appiah, Justice AU - Rilett, Laurence R AU - Wu, Zifeng 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 - Evaluation of NDOR’s Actuated Advance Warning Systems PY - 2011/12//Final Report SP - 123p AB - Driver behavior within the dilemma zone can be a major safety concern at high-speed signalized intersections. The Nebraska Department of Roads (NDOR) has developed and implemented an actuated advance warning (AAW) dilemma zone protection system. Although these systems have received positive reviews from the public, and commercial vehicle operators in particular, there has been no comprehensive analysis of their effects on safety and traffic operations. The focus of this research was to conduct a quantitative study to ascertain the efficacy of the NDOR advance warning system. First, crash records from before and after the implementation of the system at 26 intersections were compared. In addition, 29 control intersections were used to compare crash rates over time, and a fully Bayesian technique was employed to ensure that no exogenous variables affected the study. Results of the safety analysis were promising (a 43.6% reduction in right-angle crashes) and suggested that the use of the system should be encouraged as an effective safety treatment for the dilemma zone problem at high-speed signalized intersections. Second, a non-intrusive data collection system was used to monitor traffic and to collect a continuous stream of data up to 1,000 ft upstream of the stop line at two high-speed signalized intersections equipped with the system. The results suggested that the system was effective at alerting drivers to the impending end of the green signal; approximately 78% of drivers observed in this study either maintained their speeds or slowed down when the signs began to flash. It was also found that the number of vehicles in their dilemma zones when the signal indication changed from green to amber was 77.2% smaller than the number that would have been expected if the NDOR AAW system had not been installed. Finally, a modeling framework was developed that could be used to perform consistent, detailed analyses of these systems. Results from two demonstration studies indicated that the proposed procedure had potential for studying these systems in a microsimulation environment. KW - Before and after studies KW - Crash rates KW - Dilemma zone KW - Highway safety KW - Nebraska KW - Right angle crashes KW - Signalized intersections KW - Warning systems UR - http://drivingassessment.uiowa.edu/DA2005/PDF/49_TalleahAllenformat.pdf UR - https://trid.trb.org/view/1224018 ER - TY - RPRT AN - 01455831 AU - Long, Suzanna AU - Qin, Ruwen AU - Elmore, Curt AU - Ryan, Tom AU - Schmidt, Sean AU - Missouri Department of Transportation AU - Federal Highway Administration TI - LED Roadway Luminaires Evaluation (TRyy1101) - Final Report PY - 2011/12//Final Report SP - 117p AB - This research explores whether LED roadway luminaire technologies are a viable future solution to providing roadway lighting. Roadway lighting enhances highway safety and traffic flow during limited lighting conditions. The purpose of this evaluation study is to determine the feasibility of transitioning from standard high pressure sodium (HPS) roadway luminaire to LED roadway luminaire on the Missouri Department of Transportation (MoDOT) maintained highway system. This study includes performance evaluations, a feasibility analysis and a potential transition replacement program. KW - Cost effectiveness KW - Energy consumption KW - Feasibility analysis KW - Life cycle costing KW - Light emitting diodes KW - Luminaires KW - Performance KW - Street lighting KW - Technology assessment UR - http://library.modot.mo.gov/RDT/reports/TRyy1101/cmr12011tryy1101.pdf UR - http://ntl.bts.gov/lib/46000/46900/46976/cmr12011tryy1101.pdf UR - https://trid.trb.org/view/1223597 ER - TY - RPRT AN - 01454106 AU - Hulsey, J Leroy AU - Horzdovsky, Jacob E AU - Davis, Duane AU - Yang, Zhaohui Joey AU - Li, Qiang AU - University of Alaska, Fairbanks AU - University of Alaska, Anchorage AU - Alaska University Transportation Center AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Seasonally Frozen Soil Effects on the Seismic Performance of Highway Bridges PY - 2011/12//Final Report SP - 178p AB - Permafrost degradation in regions of high seismic activity increases the potential for soil liquefaction, which can be a serious threat to transportation and utility infrastructure, as many professionals observed during the November 2002 Denali Earthquake (magnitude Mw 7.9). This project conducted laboratory studies to investigate the liquefaction resistance of frozen and seasonally frozen ground. Researchers examined how soil liquefaction is influenced by freeze-thaw cycles throughout the year, and how liquefaction is influenced by temperature distribution in degrading permafrost. The results of this study will help establish criteria for liquefaction susceptibility in melting permafrost and soils that regularly undergo freeze-thaw cycles. KW - Alaska KW - Freeze thaw cycles KW - Frozen soils KW - Highway bridges KW - Liquefaction KW - Permafrost KW - Seasonally frozen ground KW - Seismic performance KW - Seismicity UR - http://ine.uaf.edu/autc/files/2011/03/YangSlides_SeasonalFrost_Fall2009.pdf UR - http://ntl.bts.gov/lib/46000/46100/46194/107014.-Hulsey-Yang.Dec_.2011.pdf UR - http://ntl.bts.gov/lib/46000/46400/46469/107014._Hulsey-Yang.Dec.2011.pdf UR - https://trid.trb.org/view/1218387 ER - TY - RPRT AN - 01454035 AU - Guerre, Joseph AU - Groeger, Jonathan AU - Van Hecke, Sam AU - Simpson, Amy AU - MACTEC Engineering and Consulting, Incorporated AU - Cambridge Systematics, Inc. AU - Federal Highway Administration TI - Improving FHWA’s Ability to Assess Highway Infrastructure Health, National Meeting Report PY - 2011/12//Final Report SP - 22p AB - The FHWA in coordination with AASHTO conducted a study to define a consistent and reliable method to document infrastructure health with a focus on pavements and bridges on the Interstate System, and to develop a framework for tools that can provide FHWA and State DOTs ready access to key information that will allow for better and more complete assessments of infrastructure health nationally. This report summarizes the proceedings of a national meeting entitled, “AASHTO/FHWA Workshop on the Highway Infrastructure Health Assessment Study.” This workshop provided an opportunity for senior-level State department of transportation (DOT) stakeholders to provide input into national performance measures for pavements and bridges and identify challenges and implementation issues. The results of this Workshop including a summary of discussions related to proposed pavement and bridge condition and health metrics are contained in this report. KW - Bridges KW - Condition surveys KW - Interstate highways KW - Pavement performance KW - Performance measurement KW - State highways KW - Structural health monitoring KW - Transportation infrastructure UR - http://www.fhwa.dot.gov/asset/health/workshopreport.pdf UR - http://ntl.bts.gov/lib/46000/46100/46183/Improving_FHWA_s_ability_to_assess_highway_infrastructure_health_Natl_Mtg_Rpt.pdf UR - https://trid.trb.org/view/1220242 ER - TY - RPRT AN - 01454017 AU - Proctor, Gordon D AU - Varma, Shobna AU - Hooks, John M AU - Gordon Proctor and Associates, Incorporated AU - National Center for Pavement Preservation AU - StarIsis Corporation AU - Federal Highway Administration TI - Proceedings of the 2011 National Bridge Management, Inspection and Preservation Conference: Beyond the Short Term PY - 2011/12//Draft Report SP - 131p AB - This report summarizes the proceedings of the National Bridge Management, Inspection and Preservation Conference held November 1 and 2, 2011, in St. Louis, Missouri. The conference included tracks on bridge management, inspection and preservation with an emphasis upon how all three interrelated disciplines can collaborate to improve the long-term performance of the nation's highway bridges with the conference theme being beyond the short term. KW - Asset management KW - Bridge management systems KW - Bridges KW - Inspection KW - Preservation UR - http://www.fhwa.dot.gov/bridge/preservation/events/2011nbmip.pdf UR - https://trid.trb.org/view/1220258 ER - TY - RPRT AN - 01449566 AU - Federal Highway Administration TI - 2011 Traffic Incident Management National Analysis Report: Executive Summary PY - 2011/12 SP - 18p AB - The Traffic Incident Management Self-Assessment (TIM SA) was developed by the Federal Highway Administration (FHWA) as a benchmarking tool for evaluating TIM program components and overall TIM program success. Through the TIM SA, State and local TIM program managers are able to assess progress and identify areas for improvement at State and local levels. Similarly, analysis of the aggregated TIM SA results allows FHWA to identify program gaps and better target TIM program resources. The 2011 TIM SA had a record number of assessments submitted, a total of 93 locations completed a TIM SA for inclusion in the national analysis. The 34 questions were grouped into three sections: Strategic, Tactical, and Support. The questions in the Strategic section asked respondents to rate progress in how the TIM program is organized, resourced, supported, and sustained. The questions in the Tactical section focused on the policies and procedures used by field personnel when responding to incidents. The questions in the Support section focused on the tools and technologies enabling improved incident detection, response, and clearance. KW - Benchmarks KW - Incident management KW - Performance measurement KW - Self assessments KW - Traffic incidents UR - http://www.atri-online.org/reports/final_tim_sa_ex_sum_2011.pdf UR - https://trid.trb.org/view/1215782 ER - TY - RPRT AN - 01449515 AU - Garlich, Mike AU - Miller, Steve AU - Collins Engineers, Incorporated AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Development of a Bridge Construction Live Load Analysis Guide PY - 2011/12//Final Report SP - 106p AB - This project was sponsored through the Wisconsin Highway Research Program and its Structure Technical Oversight Committee. The objective of this research was to develop a guide for the analysis of construction loads with and without traffic live loads on permanent bridge structures, including construction of new bridges and rehabilitation of existing bridges. The research also developed specification language indicating the responsibilities of all parties involved to address loads and ensure that structures are not overstressed. KW - Bridge construction KW - Bridges KW - Construction loads KW - Live loads KW - Loads KW - Oversize loads KW - Overweight loads KW - Rehabilitation (Maintenance) KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-10-13-final-report.pdf UR - http://ntl.bts.gov/lib/46000/46100/46133/WisDOT-WHRP-project-0092-10-13-final-report.pdf UR - https://trid.trb.org/view/1215915 ER - TY - RPRT AN - 01448673 AU - Thomas, M D A AU - Fournier, B AU - Folliard, K J AU - Resendez, Y A AU - Transtec Group, Incorporated AU - Federal Highway Administration TI - Alkali-Silica Reactivity Field Identification Handbook PY - 2011/12//Final Report SP - 80p AB - Two types of alkali-aggregate reaction (AAR) are currently recognized depending on the nature of the reactive mineral; these are alkali-silica reaction (ASR) and alkali-carbonate reaction (ACR). Both types of reaction can result in expansion and cracking of concrete elements, leading to a reduction in the service life of concrete structures. This handbook serves as an illustrated guide to assist users in detecting and distinguishing ASR in the field from other types of damages. KW - Alkali aggregate reactions KW - Alkali silica reactions KW - Concrete KW - Durability KW - Reactive aggregates KW - Service life UR - http://www.fhwa.dot.gov/pavement/concrete/asr/pubs/hif12022.pdf UR - https://trid.trb.org/view/1216060 ER - TY - SER AN - 01447526 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Wolters, Angela AU - Zimmerman, Kathryn AU - Schattler, Kerrie AU - Rietgraf, Ashley AU - University of Illinois, Urbana-Champaign AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Implementing Pavement Management Systems for Local Agencies – State-of-the-Art/State-of-the-Practice Synthesis PY - 2011/12//Research Report IS - 11-094 SP - 99p AB - Pavement management systems have proven to be an effective tool for management of large state and metropolitan pavement networks. Although smaller agencies no doubt have similar operational and organizational needs and face the same general challenges as larger agencies, there are still many county and municipal agencies in Illinois that have not implemented pavement management systems. Regardless of whether this is due to the lack of adequate resources to establish the initial database and set up the system, or whether there is a general lack of technical expertise to implement the program, local agencies are in need of a methodology for effectively managing the various components of their pavement network. As a part of this research two documents were produced including a state-of-the-art/state-of-the-practice synthesis and a set of guidelines to assist local agencies in selecting and implementing a pavement management system that is suitable for their needs. This synthesis document provides details on pavement management systems in terms of data collection methodologies and rating systems, software programs, and local agency implementations in the U.S. Also documented are the results of a current practice survey disseminated to local agencies in Illinois, as well as case studies of selected agencies in Illinois that have a pavement management system implemented in their jurisdictions. KW - Data collection KW - Illinois KW - Implementation KW - Local government agencies KW - Pavement management systems KW - State of the art KW - State of the practice UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=3053 UR - https://trid.trb.org/view/1214455 ER - TY - RPRT AN - 01446296 AU - Standridge, Charles R AU - Khasnabis, Snehamay AU - Michigan Ohio University Transportation Center AU - Grand Valley State University AU - Wayne State University AU - Michigan Department of Transportation AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Traffic Simulation in Regional Modeling: Application to the Toledo Sea Port PY - 2011/12//Interim Report SP - 13p AB - A small team of university-based transportation system experts and simulation experts has been assembled to develop, test, and apply an approach to assessing road infrastructure capacity using micro traffic simulation supported by publicly available data in partnership with personnel of the Toledo Sea Port and the Toledo Metropolitan Area Council of Governments. Application activities focused on the arterial road infrastructure connecting the Toledo Sea Port to the interstate highway system via Interstate 280. Data was gathered from the Toledo Metropolitan Area Council of Governments and the Ohio Department of Transportation. A micro traffic simulation model was developed using the commercial software product AIMSUN. Multiple simulation experiments were conducted to find and propose relief for traffic bottlenecks. Simulation results showed that publicly available data was sufficient to support modeling and assessment activities. The road infrastructure was seen to have sufficient capacity to support truck movement between Interstate 280 and the seaport. The primary bottleneck was identified as the single entrance lane at the seaport security post. Adding a second lane would relieve the entrance bottleneck but cause a new bottleneck at the exit security post. The latter could be relieved by a second lane as well. In addition, additional truck unloading and loading capacity could be required under small, approximately 30%, increases in volume. KW - Arterial highways KW - Bottlenecks KW - Highway capacity KW - Interstate 280 KW - Toledo Sea Port KW - Traffic simulation KW - Truck traffic UR - http://mioh-utc.udmercy.edu/research/ts-41/pdf/MIOH_UTC_TS41p1_2011-Interim_Rpt_Traffic_Simulation_in_Regional_Modeling.pdf UR - https://trid.trb.org/view/1213869 ER - TY - RPRT AN - 01446057 AU - Federal Highway Administration TI - Highway Traffic Noise: Analysis and Abatement Guidance PY - 2011/12 SP - 75p AB - Some of the most pervasive sources of noise in the environment come from transportation systems. Highway traffic noise is a dominant noise source in urban and rural environments. In response to the problems associated with highway traffic noise, the United States Code of Federal Regulations Part 772 (23 CFR 772), "Procedures for Abatement of Highway Traffic Noise and Construction Noise," establishes standards for abatement of highway traffic noise. The purpose of this document is to provide Federal Highway Administration (FHWA) guidance for the applying 23 CFR 772 in the analysis and abatement of highway traffic noise. Following this guidance is strictly voluntary. It is based on lessons learned and best practices and does not constitute the establishment of an FHWA standard. Not all studies are the same; therefore this guidance is intended to be non‐prescriptive, and its application flexible and scalable to the type and complexity of the analysis to be undertaken. KW - Best practices KW - Noise control KW - Noise sources KW - Regulations KW - Traffic noise UR - http://www.fhwa.dot.gov/environment/noise/regulations_and_guidance/analysis_and_abatement_guidance/revguidance.pdf UR - https://trid.trb.org/view/1212725 ER - TY - RPRT AN - 01444834 AU - King, James R AU - USDA-NRCS Booneville Plant Materials Center AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Vegetative Rehabilitation of Highway Cut Slopes in Eastern Oklahoma PY - 2011/12//Final Report SP - 17p AB - Areas of moderate to severe erosion are occurring on highway rights of way in eastern Oklahoma. The silt from this erosion is filling ditch bottoms causing drainage problems ranging from slight to severe. Current vegetative practices call for bermudagrass slab sod and seeded introduced species of grasses on newly constructed highway rights of way slopes. These practices work well for a limited time (2-3 years). The species begin to die from drought stress, allowing erosion to begin. This study identified species of native warm season grasses that will control erosion, and survive harsh conditions found on disturbed slopes along Oklahoma highways. Along with species tests, planting dates, planting rates, mulch materials, and mulch rates were explored. Three sites were selected by ODOT to perform these tests. The first site is one mile south of the maintenance facility in Poteau, OK. The second site is 5 miles north of Heavener, on the east side of the highway, and the third is at Sugar Creek on SH-128. Site characterizations were performed at each test site prior to planting dates. Soil amendments were applied for medium production of each species tested. The objective of this study is to test and prepare planting specifications for ODOT to use when contracting vegetative cover establishment on newly constructed highway rights of way in eastern Oklahoma. KW - Drainage KW - Drought KW - Embankments KW - Erosion control KW - Grasses KW - Native plants KW - Oklahoma KW - Planting KW - Rehabilitation (Maintenance) KW - Vegetation UR - http://www.plant-materials.nrcs.usda.gov/pubs/arpmctn10719.pdf UR - https://trid.trb.org/view/1212184 ER - TY - RPRT AN - 01380424 AU - Nielsen, Justin AU - Murgel, George AU - Farid, Arvin AU - Boise State University, Boise AU - Idaho Transportation Department AU - Federal Highway Administration TI - Investigation of Concrete Sealer Products to Extend Concrete Pavement Life – Phase 1 PY - 2011/12//Final Report, Phase 1 SP - 123p AB - Five surface applied concrete sealer treatments were evaluated in the laboratory for water vapor transmission, saltwater absorption, alkali resistance, depth of penetration, UV exposure and cyclic saltwater ponding, chloride content, and freeze-thaw resistance. The five treatments included silane, high molecular weight methacrylate (HMWM), epoxy, silane basecoat/HMWM top coat, and silane basecoat/epoxy top coat. The same treatments were applied in four locations in Southwestern Idaho to initiate a long-term (4 year) field evaluation of the treatments. In the laboratory tests, the dual treatments of a silane basecoat followed by an epoxy or HMWM exhibited the best performance. Of the single compound applications, the epoxy, silane, and HMWM exhibited the best performance in descending order for saltwater absorption, alkali resistance and freeze-thaw resistance. Only the silane had a measurable depth of penetration and had the best water vapor transmission ability. KW - Concrete pavements KW - Epoxy coatings KW - High molecular weight methacrylate KW - Idaho KW - Sealing compounds KW - Service life KW - Silane UR - http://ntl.bts.gov/lib/45000/45100/45139/RP194_Final_Report.pdf UR - https://trid.trb.org/view/1147515 ER - TY - RPRT AN - 01376387 AU - Jaipuria, Sunny AU - Murphy, Mike AU - Zhang, Zhanmin AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - A 4-Year Pavement Management Plan: (FY 2012-2015) PY - 2011/12 SP - 126p AB - Rider 55 of the Texas Department of Transportation’s (TxDOT's) appropriations bill requires that prior to the beginning of each fiscal year, the department provide the Legislative Budget Board and the Governor with a detailed plan for the use of these funds that includes, but is not limited to a district-by-district analysis of pavement score targets and how proposed maintenance spending will impact pavement scores in each district. The 2012–2015 Pavement Management Plan (PMP) provides TxDOT with a mechanism to predict pavement conditions based on a specified funding level and project-specific plan. The resulting report consists of the summary of the number of lane miles that each district plans to treat as Preventive Maintenance (PM), Light (LRhb), Medium (MRhb), or Heavy Rehabilitation (HRhb), and the impact that those treatments are predicted to have on the pavement conditions. KW - Financing KW - Maintenance management KW - Pavement condition rating KW - Pavement maintenance KW - Pavement management systems KW - Preventive maintenance KW - Rehabilitation (Maintenance) KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/5_9035_01_P7.pdf UR - https://trid.trb.org/view/1144166 ER - TY - RPRT AN - 01376227 AU - McCarthy, Patrick AU - Georgia Institute of Technology, Atlanta AU - Georgia Transportation Institute University Transportation Center (GTI-UTC) AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Airport Costs and Production Technology: A Translog Cost Function Analysis with Implications for Economic Development PY - 2011/12//Final Report SP - 43p AB - Based upon 50 large and medium hub airports over a 13 year period, this research estimates one and two output translog models of airport short run operating costs. Output is passengers transported on non-stop segments and pounds of cargo shipped. The number of runways is a quasi-fixed factor of production. Statistical tests reject the null hypothesis that airport production technology is homothetic and homogeneous, exhibits constant returns to scale, or reflects a Cobb-Douglas production technology. From the analysis, airports operate under increasing returns to runway utilization and increasing ray economies of scale for the two-output model. Airport operating costs were 2% higher after the September 1, 2001 terrorist attacks. The input demand for general airport operations is price elastic, and Morishima substitution elasticities indicate that Personnel, Repair-Maintenance-Contractual services, and General Airport Operations are substitutes in production. For the one output passenger model, an exploratory analysis identifies a relationship between the average cost of airport operations and indicators of economic development. All else constant, a decrease in an airport’s real average operating costs is associated with increasing metropolitan employment, the number of establishments, and real gross metropolitan and state products. KW - Airport operations KW - Airports KW - Costs KW - Economic development KW - Factors of production KW - Operating costs KW - Output KW - Production KW - Translog models UR - http://www.dot.ga.gov/BuildSmart/research/Documents/1020.pdf UR - https://trid.trb.org/view/1144009 ER - TY - RPRT AN - 01376226 AU - Kingsley, Gordon AU - Knox-Hayes, Janelle AU - Rogers, Juan AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Developing Strategic Systems Supporting Communities of Practice in the Georgia Department of Transportation PY - 2011/12//Final Report SP - 95p AB - This study is designed to explore strategies through which the Georgia Department of Transportation (GDOT) can develop communities of practice to help employees facilitate critical exchanges of knowledge, support organizational learning, and ultimately achieve improvements in performance outcomes. Communities of practice (CoP) are groups of professionals working on behalf of an organization who develop on‐going informal knowledge exchanges as a means of learning about and performing key job‐related processes and skills. The study consisted of four main objectives: 1) to map the incidence of CoP in GDOT, 2) to monitor patterns of knowledge flows through CoP, 3) to assess the costs and benefits of CoP, and 4) to develop a strategy for application of SharePoint to the development of CoP. The study was conducted using multi‐method research including interviews across key agencies, a communications log and workshops with GDOT professionals. A number of existing types of CoP were identified. Through a communications log, knowledge exchanges were mapped and communication patterns were established according to a typology of five CoP characteristics. Six groups of communication patterns were identified with varying degrees of CoP intensity (weak or strong CoP communications). Weak CoP communications are associated with knowledge search costs, while strong CoP communications are associated with knowledge validation and application costs. It is recommended that GDOT tailor its strategy of enhancing communication within the organization by addressing the different needs of weak and strong CoP communications. To reduce knowledge search costs, it is recommended that GDOT conduct a knowledge needs assessment and centralize and enhance expertise information into a common directory. SharePoint utilities may assist with various aspects of this functionality. To reduce the costs associated with validating and applying knowledge, it is recommended that GDOT pursue a strategy of systemically building CoP through a combination of social networking, face‐to‐face training, on‐line documentation of official policy statements and standards, and the dissemination of information and training sessions as changes occur in standards. KW - Benefits KW - Communication systems KW - Communities of practice KW - Costs KW - Employees KW - Georgia Department of Transportation KW - Information dissemination KW - Knowledge KW - Organizations KW - Performance KW - Planning methods UR - http://www.dot.ga.gov/BuildSmart/research/Documents/1005.pdf UR - https://trid.trb.org/view/1144002 ER - TY - RPRT AN - 01376168 AU - Sjoquist, David L AU - Ellen, Pam Scholder AU - Laury, Susan AU - Almada, Lorenzo AU - Stoycheva, Rayna AU - Georgia State University, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Implications of alternate revenue sources for transportation planning PY - 2011/12//Final Report SP - 204p AB - This report focuses on selected issues associated with alternative sources of transportation funding. In particular, this report: presents a list of funding options, discusses the advantages and disadvantages of each option, explores public attitudes towards selected options, and investigates how certain funding options might alter transportation behavior. A relatively comprehensive list of transportation funding options is presented, and the advantages and disadvantages of each are discussed. The public’s acceptability of a few of these options is then explored, first, through a review of existing public opinion surveys of funding alternatives, and second, by a large opinion survey that was conducted in Georgia. The report then explores how some of the revenue options might alter transportation behavior. First, a review of existing studies of the effect of revenue sources on transportation behavior is presented, including both surveys of what individuals say they would do in the face of changes in transportation taxes and fees and econometric studies of how individuals react. Second, the results of Georgia survey questions regarding how the respondent would alter his or her transportation behavior if certain transportation taxes and fees were increased are presented. Third, the results of a laboratory experiment that explores the transportation choices of the subjects when confronted with different level of congestion fees are discussed. KW - Congestion pricing KW - Financial analysis KW - Fuel taxes KW - Georgia KW - Revenues KW - Surveys KW - Taxes KW - Tolls KW - Transportation planning KW - Travel behavior KW - Vehicle miles of travel UR - http://www.dot.ga.gov/BuildSmart/research/Documents/10-15.pdf UR - http://www.utc.gatech.edu/sites/default/files/projects/reports/sjoquist_implications_of_alternate_revenue_sources_for_transportation_planning_0.pdf UR - https://trid.trb.org/view/1143951 ER - TY - RPRT AN - 01376070 AU - Foden, Andrew AU - Maher, Ali AU - Wilson-Fahmy, Ragui AU - Liu, Wanxing AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Route 22 Over Liberty Avenue and Conrail Hillside Township, Union County, Monitoring of Tensar MSE Walls PY - 2011/12//Final Report SP - 66p AB - This report discusses the application of Tensar geogrids as the reinforcement elements in the construction of mechanically stabilized earth (MSE) walls on the Route 22 over Conrail and Liberty Avenue bridge replacement project in Hillside, New Jersey. As this is a relatively new product to the New Jersey Department of Transportation, the geogrids were instrumented with strain gages and tiltmeters to allow performance monitoring of the MSE walls during and after construction. This report documents the results and findings of the monitoring data at the end of construction and after six months, as well as an optical surveying of the MSE wall faces to determine post-construction wall movement. The monitoring effort is in collaboration with the Federal Highway Administration’s Long Term Bridge Performance Program. KW - Bridge abutments KW - Bridge construction KW - Geogrids KW - Geotechnical engineering KW - Long-Term Bridge Performance Program KW - Mechanically stabilized earth KW - New Jersey KW - Retaining walls KW - Strain gages KW - Tiltmeters UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2012-002.pdf UR - http://ntl.bts.gov/lib/46000/46200/46251/FHWA-NJ-2012-002_Route_22_over_Liberty_Avenue.pdf UR - https://trid.trb.org/view/1143243 ER - TY - RPRT AN - 01376066 AU - Deka, Devajyoti AU - Alan M. Voorhees Transportation Center AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Off Peak Rail Transit Service Study – Importance for Auto Reduction and Peak Ridership Growth PY - 2011/12//Final Report SP - 81p AB - In the past years, NJ TRANSIT added or enhanced off peak service on several lines, including the Pascack Valley line, the Montclair Boonton line, the Main and Bergen lines, and the Northeast Corridor line. As a result of these additions and enhancements, ridership has substantially increased on these lines. However, little is known about other effects of these additions and enhancements, such as the generation of revenue, reduction in vehicle miles traveled (VMT), and reduction in greenhouse gas (GHG) and other types of emissions. The primary objective of this research is to estimate these effects for the Pascack Valley line (PVL), where off peak service was added in October 2007. A secondary objective of the research is to examine the effect of parking constraints at station lots on PVL ridership. This research involves a review of literature and practices, analyses of data from past NJ TRANSIT onboard surveys and other secondary sources, as well as extensive analyses of data from an onboard survey and two focus groups involving PVL passengers. The focus group participants clearly indicated that they benefited from the off peak service because of greater travel options and reliability of transit service. The onboard survey indicated that a large number of current PVL passengers drove to their destinations prior to the introduction of off peak service, while many others traveled to distant transit stations on other lines or ferry terminals. The reduction in VMT from these diversions is substantial. The reduction in the number of vehicle trips and VMT contributed to a significant reduction in the emission of GHG and other pollutants. Although the additional transit service modestly contributed to GHG emissions in the region, there was a net reduction in GHG from the off peak service because of the substantial reduction in automobile-generated emissions. This research also examined the effects of station parking constraints on PVL ridership. The analysis suggests that PVL ridership could be significantly higher in the absence of station parking restrictions. KW - Greenhouse gases KW - New Jersey Transit KW - Off peak periods KW - Public transit KW - Rail transit KW - Revenues KW - Ridership KW - Transit onboard surveys KW - Vehicle miles of travel UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2011-008.pdf UR - https://trid.trb.org/view/1143238 ER - TY - RPRT AN - 01374502 AU - Prozzi, Jolanda AU - Dumais, Ashley AU - Cline, Mike AU - Loftus-Otway, Lisa AU - Seaborne, Eleanor AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Texas Energy Sector: Past and Future PY - 2011/12//Technical Report SP - 236p AB - The objectives of this research study were to (a) illustrate and quantify the impacts imposed by the energy sector on Texas’s transportation system and (b) identify key energy demand indicators by energy source that the Texas Department of Transportation (TxDOT) can track in an effort to anticipate the associated future transportation impacts on Texas’s transportation system. This report describes how Texas’s energy sector uses the transportation system and quantifies the impact imposed by the energy sector on Texas’s road infrastructure. It is, however, also important to understand what the future holds—which industries within the energy sector are expected to grow, which industries are expected to decline, and how Texas’s transportation system could be impacted in the future. The focus of this report is the development of four energy scenarios that reflect different assumptions and outcomes for Texas’s future energy sector over a 20- to 30-year period. Analyses of several factors, referred to as drivers, that may impact the energy sector are presented within. KW - Demand KW - Energy KW - Energy consumption KW - Environmental policy KW - Forecasting KW - Impacts KW - Infrastructure KW - Production KW - Technological innovations KW - Texas KW - Texas Department of Transportation KW - Transportation UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6513_1B.pdf UR - https://trid.trb.org/view/1142176 ER - TY - RPRT AN - 01373024 AU - Bonaquist, Ramon AU - Advanced Asphalt Technologies, LLC AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Effect of Recovered Binders from Recycled Shingles and Increased RAP Percentages on Resultant Binder PG PY - 2011/12//Final Report SP - 218p AB - This research evaluated the properties of recycled asphalt binders from Wisconsin sources. Continuous grading properties were measured for 18 recycled binder sources: 12 reclaimed asphalt pavement (RAP) sources and 6 recycled asphalt shingle sources (RAS). The data were used to evaluate the binder replacement criteria contained in the 2011 Wisconsin Department of Transportation (WisDOT) Standard Specifications for Highway and Structure Construction using a reliability analysis. This analysis considered the variability of both the design pavement temperature and the blended binder in the mixture. Recommendations were made to improve the reliability of the low temperature grade of the binder in the mixtures when recycled sources are used. KW - Asphalt mixtures KW - Asphalt pavements KW - Asphalt shingles KW - Bituminous binders KW - Performance grade KW - Recycled asphalt pavements KW - Recycled materials KW - Shingles KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-10-06-final-report.pdf UR - http://ntl.bts.gov/lib/44000/44500/44584/WisDOT-WHRP-project-0092-10-06-final-report.pdf UR - https://trid.trb.org/view/1139896 ER - TY - RPRT AN - 01371555 AU - Bang, Sangchul AU - Lein, Wade AU - Comes, Beth AU - Nehl, Leah AU - Anderson, Josh AU - Kraft, Paul AU - deStigter, Michael AU - Leibrock, Christopher AU - Roberts, Lance AU - Sebaaly, Peter AU - Johnston, Dan AU - Huft, Dave AU - South Dakota School of Mines and Technology, Rapid City AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - Quality Base Material Produced Using Full Depth Reclamation on Existing Asphalt Pavement Structure – Task 4: Development of FDR Mix Design Guide PY - 2011/12//Final Report SP - 158p AB - Full depth reclamation (FDR) is one of the three major types of asphalt recycling techniques. FDR is considered when the pavement is highly deteriorated or has deep cracking due to design deficiencies or an inadequate base. Other indications that a road could use FDR are frequent transverse and lateral cracking, reflective cracking, severe rutting and frost heaves. The objective of this task is to develop a mix design procedure for FDR. Due to the large variations among the various types of FDR stabilizers, a separate mix design method was developed for each type of FDR. Detailed summary of the processes that were used in the mix design for each FDR type are included. KW - Asphalt pavements KW - Full-depth reclamation KW - Mix design KW - Pavement cracking KW - Pavement maintenance KW - Recycled asphalt pavements KW - Ruts (Pavements) UR - http://www.fhwa.dot.gov/pavement/materials/hif12015.pdf UR - https://trid.trb.org/view/1139640 ER - TY - RPRT AN - 01370207 AU - Liu, Clark C K AU - Moravcik, Philip AU - Fernandes, Krispin AU - Card, Benjamin J AU - Lee, Tsu-Chuan AU - University of Hawaii, Manoa AU - Hawaii Department of Transportation AU - Federal Highway Administration TI - Survey and Modeling Analysis of HDOT MS4 Highway Storm Runoff on Oahu, Hawaii PY - 2011/12//Final Report SP - 85p AB - Under Section 402 of the U.S. Clean Water Act, highway storm runoff is considered to be part of urban point source pollution and is regulated by the National Pollutant Discharge Elimination System (NPDES). As a NPDES mandate, municipal separate storm sewer system (MS4) permit is required for the discharge of highway storm water. An MS4 permit specifies allowable levels of relevant water pollutants in the discharge, determined by waste assimilative capacity (self-purification) analysis and waste load allocation (WLA) of the receiving water. The current Hawaii Department of Transportation (HDOT) MS4 permit for highway storm water discharge was issued in February 2006 by the Hawaii Department of Health (HDOH) on behalf of the U.S. Environmental Protection Agency (EPA). The permit stipulates that HDOT work jointly with the City and County of Honolulu (CCH) to propose monitoring and implementation plans for the existing Ala Wai Canal, Kawa Stream, and Waimanalo Stream WLAs. If the receiving stream of highway storm runoff is designated as a water-quality-limited stream, highway storm runoff is also regulated by Section 303(d) of the U.S. Clean Water Act. Water-quality-limited streams are those water bodies in which established water quality standards cannot be met even if mandatory minimum treatment facilities have already been constructed and put in operation for point-sources of pollution. Under Section 303(d), the total maximum daily load (TMDL), a water-quality based management tool, must be established by states for water-quality-limited streams within their jurisdiction. TMDL is defined as the sum of the individual WLAs for point sources, load allocation (LA) for nonpoint sources, and natural background pollutants. In this study, intensive water quality monitoring and surveys were conducted to collect flow and water quality data, which were used for the development of watershed models for drainage systems of the Ala Wai Canal and Halawa Stream. These watershed models were then used to estimate runoff and waste loading generated by storms over the two drainage systems. The collected data were also used in the development of an Ala Wai Canal receiving water model for waste assimilative capacity analysis and waste load allocation. Modeling results indicate that HDOT MS4 facilities contribute a small portion of the storm runoff and pollutant loads entering the Ala Wai Canal. KW - Hydrology KW - Oahu (Hawaii) KW - Runoff KW - Storm sewers KW - Water pollution KW - Water quality KW - Watersheds UR - https://trid.trb.org/view/1136439 ER - TY - RPRT AN - 01370152 AU - Federal Highway Administration TI - Summary Report of Critical Findings Reviews for the National Bridge Inspection Program PY - 2011/12 SP - 24p AB - The Federal Highway Administration (FHWA) reviewed the current state of highway bridge inspection practice for identifying and following up on critical findings and through a contract with HDR Engineering developed this report to summarize best practices and areas for improvement based on site visits to twelve States. The requirement for highway bridge owners to address critical findings is established in the National Bridge Inspection Standards (NBIS) (CFR 650.313 (h)). The standards require that owners must “assure that critical findings are addressed in a timely manner,” and they must “notify the FHWA of the actions taken to resolve or monitor critical findings.” The standards define a critical finding as “a structural or safety related deficiency that requires immediate follow-up inspection or action.” The FHWA believes this study necessary because it is this area of the bridge inspection program that addresses the most serious safety-related conditions on the nation’s bridges, and FHWA's experience with the national program indicates that state practices for addressing critical findings may be improved with more robust and consistent national policies. Many states have developed excellent procedures to deal with critical findings, and the FHWA wants to showcase these. Additionally, FHWA feels it important to uncover areas of concern or areas the inspection community has identified as needing improvement or clarification, and the report aims to provide this too. The information should be useful for federal policy development, but also for inspectors and inspection program managers who want to develop or improve their own procedures. KW - Best practices KW - Condition surveys KW - Critical infrastructure KW - Highway bridges KW - Inspection KW - National Bridge Inspection Standards KW - Safety UR - http://www.aashtojournal.org/Documents/February2012/FHWAbridgereport.pdf UR - https://trid.trb.org/view/1137029 ER - TY - RPRT AN - 01370143 AU - Federal Highway Administration TI - Work Zone Road User Costs: Concepts and Applications PY - 2011/12 SP - v.p. AB - The primary objective of this report is to present the concepts that transportation practitioners can use to: Perform work zone road user cost analysis; Apply WZ RUC analysis methods/tools in maintenance of traffic (MOT) alternative selection; Apply WZ RUC analysis methods/tools in contract administration to expedite project completion and minimize adverse work zone effects. This document presents a detailed discussion of the key components of WZ RUC, input needs, and available tools. Step-by-step procedures to derive unit costs for monetary RUC components based on available cost sources and models are also provided. Finally, this document presents a process for applying RUC concepts in selecting an appropriate MOT and contracting strategy for managing work zone impacts and shortening project completion time. Because of the differences in agency decision making processes, it is expected that each agency will modify the recommended procedures to meet its specific needs. KW - Benefit cost analysis KW - Construction management KW - Economic impacts KW - Externalities KW - Impacts KW - Traffic flow KW - Work zone safety KW - Work zones UR - http://ops.fhwa.dot.gov/wz/resources/publications/fhwahop12005/index.htm UR - https://trid.trb.org/view/1138305 ER - TY - RPRT AN - 01370135 AU - Kack, David AU - Ye, Zhirui Jared AU - Chaudhari, Jaydeep AU - Ewan, Levi AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - Montana Intercity Bus Service Study PY - 2011/12//Final Report SP - 127p AB - Intercity bus service funding from the Federal Transit Administration (FTA’s) Section 5311(f) program is a part of the larger 5311 program known as Formula Grants for Other than Urbanized Areas. The S.5311(f), requires that 15% of the total 5311 program funds given to the state be used to develop and support ICB service. This 15% can be waived if the governor certifies that the intercity bus transportation needs are being met within the state. The goal of this project was to provide the Montana Department of Transportation (MDT) with a current assessment of intercity bus services within the state, and provide a methodology that can be used by MDT to determine if needs are being met and, if not, a process to identify potential new routes/services and how to allocate funding for the new services. To achieve this goal, the research team first conducted an extensive literature review of intercity bus service studies in other states. Following that, a survey of peer states, with characteristics similar to Montana’s rural/frontier nature was performed to understand funding practices and perceive barriers of intercity bus service. Two additional surveys were distributed to intercity bus riders and the general public in Montana to provide insight into the use of intercity bus services and the attitudes toward the services. The research team then examined the connectivity of current intercity bus services with local public transportation providers in Montana, as well as other transportation modes. In addition, a survey of local transit agencies in Montana was conducted. The results from the network connectivity analysis and the survey were used as a basis to help define “meaningful connections” for intercity bus services in Montana. Finally, this research provided a methodology that can be used by MDT to determine intercity bus service needs are being adequately met. The methodology consists of an annual process to support existing intercity bus services and a triennial process to determine if there is the need for new services. KW - Bus transportation KW - Financing KW - Montana KW - Needs assessment KW - Public transit KW - Rural transit KW - Transit network connectivity UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/intercity/final_report_dec11.pdf UR - https://trid.trb.org/view/1138479 ER - TY - RPRT AN - 01369382 AU - Wang, George AU - Shores, Richard AU - Botts, Joshua AU - Hibbett, Richard AU - East Carolina University, Greenville AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - On-Board Sound Intensity Tire-Pavement Noise Study in North Carolina PY - 2011/12//Final Report SP - 210p AB - This research investigated tire-pavement noise on various types of pavements across North Carolina by using On-Board Sound Intensity (OBSI) method. To mitigate traffic noise, quieter pavement may provide advantages that noise barriers cannot. To reach the ultimate goals of quieter pavement development, for effectively managing traffic noise in support of the NCDOT’s function in the FHWA Pooled Fund Study, TPF-5 (135), this research has focused on the most imperative task, i.e., to measure the OBSI noise levels of different types of pavements in North Carolina. A thorough literature review was conducted. OBSI testing equipment with sound intensity measuring process was established at East Carolina University. The OBSI equipment is an important tool for investigating tire-pavement noise and performing traffic noise research in a standard manner so that the data can be shared and compared with other agencies. Sixty-one highway sites and 153 test sections around 30 counties for nine types of pavements were investigated. The work of this project is a cornerstone for future determinations of the most cost-effective, durable and technically sound pavement noise abatement means suitable for North Carolina. The data have been proved to be valid and can be used in the FHWA OBSI database or presented to the public. The results indicate that relatively quieter pavements have been used in North Carolina. In the meantime, future work is needed to improve pavement noise levels based on the findings from this project. The OBSI data collected will provide valuable information in future research for quieter pavement development and traffic noise management. KW - Noise control KW - North Carolina KW - On Board Sound Intensity KW - Quiet pavements KW - Rolling contact KW - Sound level KW - Testing equipment KW - Tire/pavement noise KW - Traffic noise KW - Types of pavements UR - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2010-13finalreport.pdf UR - https://trid.trb.org/view/1137973 ER - TY - RPRT AN - 01368696 AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Energy Developments and the Transportation Infrastructure in Texas: Geodatabase of Energy Developments in Texas PY - 2011/12 SP - 74p AB - This document provides information about research product 0-6498-P1, Geodatabase of Energy Developments in Texas. Product 0-6498-P1 is a standalone product in DVD format, which contains geographic information system (GIS)-based datasets of energy developments and related infrastructure in Texas, as well as relevant non-spatial data. The GIS files are in Environmental Systems Research Institute (Esri™) file geodatabase format. Metadata files included in product 0-6498-P1 provide standardized information about the datasets. This document provides additional information, which complements the content in the metadata files. KW - Data files KW - DVDs KW - Energy KW - Energy development KW - Geodatabases KW - Geographic information systems KW - Infrastructure KW - Metadata KW - Pavements KW - Right of way (Land) KW - Texas UR - https://trid.trb.org/view/1137346 ER - TY - RPRT AN - 01368690 AU - Pry, Mark E AU - Andersen, Fred AU - History Plus AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Arizona Transportation History PY - 2011/12//Final Report SP - 179p AB - The Arizona transportation history project was conceived in anticipation of Arizona’s centennial, which will be celebrated in 2012. Following approval of the Arizona Centennial Plan in 2007, the Arizona Department of Transportation (ADOT) recognized that the centennial celebration would present an opportunity to inform Arizonans of the crucial role that transportation has played in the growth and development of the state. The report consists of a historical narrative and a series of topical essays. The seven-chapter historical narrative is a history of Arizona’s highways that extends from the pre-Columbian era to the present. The 14 topical essays extend the scope of the history beyond the state’s highway system. They include overviews of the development of other transportation modes (railroads, aviation, and urban transit), a brief history of highway pavements, a lighthearted look at the motoring experience during the 1920s and 1930s, and an exploration of how changes in transportation infrastructure affected some Arizona communities. The topical essays also provide additional historical information on bridges, urban freeways, the Interstate system, ADOT and its predecessor agencies, and famous roads such as U.S. Route 66, U.S. Route 89, the Black Canyon Highway, and the Beeline Highway. The report also includes a timeline of transportation-related developments. This chronology not only provides an accessible overview of Arizona’s transportation history; it also places that history in a larger context by including transportation-related developments from the rest of the nation and around the world. Finally, the report contains a guide to archives in Arizona that hold significant collections of historical photographs related to the state’s transportation history, a bibliography of published historical sources related to the history of highways in Arizona, and a discussion of how the historical narrative and topical essays could be used to produce publications and media that would be made available to the public. KW - Arizona KW - Aviation KW - Bridges KW - Highways KW - History KW - Public transit KW - Railroads UR - http://ntl.bts.gov/lib/44000/44200/44235/AZ660.pdf UR - https://trid.trb.org/view/1137345 ER - TY - RPRT AN - 01367793 AU - Bonaquist, Ramon AU - Advanced Asphalt Technologies, LLC AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Characterization of Wisconsin Mixture Low Temperature Properties for the AASHTO Mechanistic-Empirical Pavement Design Guide PY - 2011/12//Final Report SP - 108p AB - This research evaluated the low temperature creep compliance and tensile strength properties of Wisconsin mixtures. Creep compliance and tensile strength data were collected for 16 Wisconsin mixtures representing commonly used aggregate sources and binder grades. Engineering and statistical analyses were performed on the data to provide recommendations for using measured mechanical properties in thermal cracking analyses with the Mechanistic-Empirical Pavement Design Guide (MEPDG), and to evaluate the thermal fracture resistance of Wisconsin mixtures. KW - Acceptance tests KW - Asphalt mixtures KW - Cracking KW - Creep properties KW - Low temperature KW - Mechanistic-Empirical Pavement Design Guide KW - Tensile strength KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-10-07-final-report.pdf UR - http://wisdotresearchtest.engr.wisc.edu/wp-content/uploads/whrp-0092-10-07-final-report.pdf UR - http://ntl.bts.gov/lib/44000/44500/44586/WisDOT-WHRP-project-0092-10-07-final-report.pdf UR - https://trid.trb.org/view/1136485 ER - TY - RPRT AN - 01367791 AU - Lord, Dominique AU - Brewer, Marcus A AU - Fitzpatrick, Kay AU - Geedipally, Srinivas R AU - Peng, Yichuan AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Analysis of Roadway Departure Crashes on Two-Lane Rural Roads in Texas PY - 2011/12//Technical Report SP - 216p AB - This three-year research effort was undertaken to identify factors that influence the number and severity of roadway departure crashes on rural two-lane highways in Texas and provide engineering countermeasures to reduce this type of crash. The study objectives were accomplished by analyzing crash, traffic flow, and geometric data between 2003 and 2008 and conducting site visits at 20 sites having the highest crash rates at four Texas Department of Transportation (TxDOT) districts. The study results showed that the proportion of roadway departures varied from 25 percent to 52 percent for all crashes occurring on the rural two-lane highway network. Proportionally more crashes occur on horizontal curves than on tangents and during nighttime. Distracted driving and speeding were found to be important contributing factors. To help reduce the number and severity of roadway departures, the research team proposed several medium- to low-cost countermeasures that can realistically be implemented by TxDOT. These countermeasures were grouped into three categories: targeted for horizontal curves, general applications, and new and innovative treatments. For each treatment, the information focused on the general characteristics, key design features, safety effectiveness, cost (when available), and additional resources where the reader can find more detailed information about the treatment. More than 25 treatments were described for reducing roadway departure crashes. KW - Countermeasures KW - Distraction KW - Highway curves KW - Nighttime crashes KW - Ran off road crashes KW - Rural highways KW - Speeding KW - Texas KW - Two lane highways UR - http://tti.tamu.edu/documents/0-6031-1.pdf UR - https://trid.trb.org/view/1136481 ER - TY - RPRT AN - 01366588 AU - Kraus, Edgar AU - Oh, Jeong Ho AU - Fernando, Emmanuel AU - Li, Eric Yingfeng AU - Quiroga, Cesar AU - Koncz, Nicholas AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluating the Impact of Overweight Load Routing on Buried Utility Facilities PY - 2011/12//Technical Report SP - 286p AB - Overweight traffic movements can negatively affect pavement integrity and quality. However, it is less known to what degree buried utility facilities along and across the right of way are affected by these overweight loads, especially if the utility facility is aged, placed under an exception to the Utility Accommodation Rules (UAR), and/or subjected to repetitive loads. Routing decisions for repetitive overweight loads may be determined without consideration of cumulative impacts to utility infrastructure, particularly municipally owned lines that could be aged, accommodated under an exception, or of substandard materials. Given the growth in volume in overweight load (particularly mid-heavy and superload) permits, the adequacy of the UAR is unknown. The objectives of this project were to (a) provide a review of technical design and engineering requirements for utility accommodation in Texas, (b) provide an assessment of potential impact of overweight loads on buried utilities, (c) provide recommendations for a business process for Texas Department of Transportation (TxDOT) overweight routing coordination, (d) provide recommendations for changes to TxDOT manuals, (e) provide an assessment of UAR adequacy to deal with overweight loads on buried utilities, and (f) provide recommendations for changes to the UAR. KW - Aging infrastructure KW - Evaluation and assessment KW - Impacts KW - Overweight loads KW - Permits KW - Routing KW - Texas KW - Underground utility lines KW - Utility accommodation policy UR - http://tti.tamu.edu/documents/0-6394-2.pdf UR - https://trid.trb.org/view/1135178 ER - TY - RPRT AN - 01366358 AU - Sen, Lalita AU - Majumdar, Sarmistha Rina AU - Highsmith, Meredith AU - Cherrington, Linda AU - Weatherby, Cinde AU - Texas Southern University AU - Sam Houston State University AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Performance Measures for Public Transit Mobility Management PY - 2011/12//Technical Report SP - 202p AB - Mobility management is an innovative approach for managing and delivering coordinated public transportation services that embraces the full family of public transit options. At a national level, there are currently no industry recognized performance indicators to measure and monitor performance of mobility management programs. This research looks at the state of mobility management practice throughout Texas, as well as national best practices in mobility management. Additionally, this research provides an overview of the varying roles of state departments of transportation in public transit mobility management efforts. The research also presents applied mobility management for agencies seeking to implement mobility management programs as well as a menu of performance measures that can be utilized based on the type and level of program implemented. KW - Mobility KW - Mobility management KW - Performance measurement KW - Public transit KW - State departments of transportation KW - Texas UR - http://tti.tamu.edu/documents/0-6633-1.pdf UR - https://trid.trb.org/view/1134252 ER - TY - RPRT AN - 01364054 AU - Doolen, Toni AU - Saeedi, Amirali AU - Emami, Samin AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration AU - California Department of Transportation AU - Iowa Department of Transportation AU - Minnesota Department of Transportation AU - Montana Department of Transportation AU - Texas Department of Transportation AU - Utah Department of Transportation AU - Washington State Department of Transportation TI - Accelerated Bridge Construction (ABC) Decision Making and Economic Modeling Tool PY - 2011/12//Final Report SP - 201p AB - In this FHWA-sponsored pool funded study, a set of decision making tools, based on the Analytic Hierarchy Process (AHP) was developed. This tool set is prepared for transportation specialists and decision-makers to determine if ABC is more effective than traditional construction for a given bridge replacement or rehabilitation project. The tool set is user-friendly, flexible to accommodate a range of construction situations, transparent as to the method of calculation, and customizable to maintain future relevance. To accommodate this task, a comprehensive literature review on a number of relevant domains such as ABC construction techniques and decision making approaches, were completed. The findings were summarized into a decision model hierarchy that was also incorporated into the decision making software. The software was tested through evaluating a set of real-world construction projects. KW - Accelerated construction KW - Bridge construction KW - Decision making KW - Economic models UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/ABC.pdf?ga=t UR - https://trid.trb.org/view/1132247 ER - TY - RPRT AN - 01364045 AU - Federal Highway Administration TI - Telling the R&T Story: The Value of Research PY - 2011/12 SP - 32p AB - Safer, smarter, more cost-effective, and more sustainable. Though sometimes unseen, the technologies and products developed through the Federal Highway Administration’s (FHWA) research and technology (R&T) programs are improving the Nation’s roads and bridges coast to coast, saving lives, supporting the economy, and reducing congestion. Leading the way on high priority research in everything from pavement materials to the human factors that contribute to safer roads, FHWA’s R&T programs are developing the solutions that will define tomorrow’s highway system. In the many innovations and groundbreaking technologies described here, learn about the value these R&T initiatives are contributing nationwide and get a glimpse of an even brighter transportation future. KW - Bridges KW - Highways KW - Research and educational facilities KW - Research projects KW - Technological innovations KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/research/general/11053/11053.pdf UR - https://trid.trb.org/view/1132665 ER - TY - RPRT AN - 01363229 AU - Zhang, Yunlong AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - User’s Guide. Pavement Marking Management System Database PY - 2011/12 SP - 56p AB - Pavement markings play a critical role in maintaining a safe and efficient driving environment for road users, especially during nighttime conditions. The Texas Department of Transportation (TxDOT) spends millions of dollars each year for installation and maintenance of pavement markings. In order to ensure that pavement markings remain effective, the highway agencies maintain them regularly by replacing the old markings. Therefore, selecting proper pavement marking materials (PMMs) that can maintain an acceptable level of functional performance over a longer period of time can lead to significant cost savings while maintaining safety. Thus, there is a need to evaluate the current performance specifications used by TxDOT and other users and to develop improved performance specifications reflecting the performance capabilities of existing materials. The overall objective of the TxDOT research project 0-5548 “Development of Field Performance Tools and Program for Pavement Marking Materials” was to develop a field performance evaluation program and to identify effective field evaluation methods and tools to improve the performance of PMMs. Advantages and disadvantages of different evaluation procedures were studied to design an effective program for evaluating and testing PMMs based on different external conditions, specifications, material selection criteria, and performance measures. As part of this project, field test decks were installed and data were collected. As a component of the project, a tracking database is developed. This document provides instructions and guidance to users of this tracking database. KW - Benefit cost analysis KW - Computer program documentation KW - Databases KW - Field studies KW - Highway safety KW - Road marking materials KW - Service life KW - Texas UR - http://tti.tamu.edu/documents/0-5548-P1.pdf UR - http://ntl.bts.gov/lib/43000/43500/43555/0-5548-P1.pdf UR - https://trid.trb.org/view/1131890 ER - TY - RPRT AN - 01363076 AU - Arrington, Dusty R AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - MASH Test 3-37 of the TXDOT 31-Inch W-Beam Downstream Anchor Terminal PY - 2011/12//Test Report SP - 74p AB - The objective of this study was to develop a suitable replacement for the downstream “turndown” guardrail anchor system. The “turndown” guardrail anchor system does not meet mandated test requirements under Manual for Assessing Safety Hardware (MASH) for upstream anchor application terminals; however, it does meet downstream requirements for previous crash testing standards. Due to its low cost, the Texas Department of transportation (TxDOT) has used this anchor system with 27-inch guardrail in downstream applications when it is outside of the clear zone of opposing traffic. With the new federally mandated increase in guardrail height, TxDOT is considering increasing its standard guardrail height to 31 inches. This increase in height increases the risk of a small sedan wedging under the guardrail and snagging on the “turndown” anchor system. The current “turndown” anchor design does not include a releasable connection detail for reverse direction impacts. For this reason, TxDOT has decided to develop a new downstream anchor system rather than test the 31-inch configuration of the “turndown” anchor system. This anchor system utilized standard parts found in the AASHTO-ARTBA-AGC Guide to Standardized Highway Barrier Hardware when possible. This terminal is non-proprietary to allow for competitive bidding to reduce costs. As this system will be developed for the sole purpose of anchoring the downstream end of guardrail system, the testing matrix will include the optional crash test (3-37) found in MASH for testing terminals in a reverse direction impact condition. KW - AASHTO Manual for Assessing Safety Hardware KW - Anchors (Structural connectors) KW - Breakaway supports KW - Guardrail terminals KW - Impact tests KW - W beam UR - http://tti.tamu.edu/documents/9-1002-6.pdf UR - http://ntl.bts.gov/lib/43000/43500/43565/9-1002-6.pdf UR - https://trid.trb.org/view/1131570 ER - TY - RPRT AN - 01363017 AU - Bligh, Roger P AU - Arrington, Dusty R AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of a Mash Tl-2 Guardrail-to-Bridge Rail Transition Compatible with 31-Inch Guardrail PY - 2011/12//Test Report SP - 124p AB - The Texas Department of Transportation (TxDOT) Design Division is in the process of developing new guardrail standards that comply with the AASHTO Manual for Assessing Safety Hardware (MASH). The new guardrail system will provide increased capacity and improved impact performance relative to the current design. A key feature of the new system is an increased in rail mounting height from 27 inches to 31 inches. TxDOT’s current TL-2 metal beam transition is 27 inches tall and is not compatible with the new 31 inch guardrail system. While the high-speed, nested thrie beam transition system meets MASH guidelines and is compatible with a 31-inch guardrail, it would be cost-prohibitive to use it on all roadways. The objective of this research was to develop a transition that is suitable for use on lower speed roadways, less expensive and complex than the current high-speed (i.e., TL-3) transition design, and is compatible with a 31-inch guardrail. A low-cost guardrail-to-bridge rail transition was successfully developed and tested under MASH Test Level 2 conditions. It is compatible with a 31-inch guardrail and can connect to rigid concrete bridge rails. It is considered suitable for implementation on roadways that have traffic conditions appropriate for the use of TL-2 safety hardware. Use of this system provides significant savings in material and installation cost compared to the high speed transition system. KW - AASHTO Manual for Assessing Safety Hardware KW - Bridge railings KW - Guardrail transition sections KW - Guardrails KW - Impact tests KW - Thrie beams UR - http://tti.tamu.edu/documents/9-1002-8.pdf UR - http://ntl.bts.gov/lib/43000/43500/43563/9-1002-8.pdf UR - https://trid.trb.org/view/1131521 ER - TY - RPRT AN - 01362900 AU - Ye, Zhirui Jared AU - Kack, David AU - Chaudhari, Jaydeep AU - Ewan, Levi AU - Montana State University, Bozeman AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Montana's Intercity Bus Services Study PY - 2011/12//Final Report SP - 127p AB - Intercity bus service funding from the Federal Transit Administration (FTA’s) Section 5311(f) program is a part of the larger 5311 program known as Formula Grants for Other than Urbanized Areas. The S.5311(f), requires that 15% of the total 5311 program funds given to the state be used to develop and support ICB service. This 15% can be waived if the governor certifies that the intercity bus transportation needs are being met within the state. The goal of this project was to provide the Montana Department of Transportation (MDT) with a current assessment of intercity bus services within the state, and provide a methodology that can be used by MDT to determine if needs are being met and, if not, a process to identify potential new routes/services and how to allocate funding for the new services. To achieve this goal, the research team first conducted an extensive literature review of intercity bus service studies in other states. Following that, a survey of peer states, with characteristics similar to Montana’s rural/frontier nature was performed to understand funding practices and perceive barriers of intercity bus service. Two additional surveys were distributed to intercity bus riders and the general public in Montana to provide insight into the use of intercity bus services and the attitudes toward the services. The research team then examined the connectivity of current intercity bus services with local public transportation providers in Montana, as well as other transportation modes. In addition, a survey of local transit agencies in Montana was conducted. The results from the network connectivity analysis and the survey were used as a basis to help define “meaningful connections” for intercity bus services in Montana. Finally, this research provided a methodology that can be used by MDT to determine intercity bus service needs are being adequately met. The methodology consists of an annual process to support existing intercity bus services and a triennial process to determine if there is the need for new services. KW - Bus transportation KW - Connectivity KW - Financing KW - Literature reviews KW - Montana KW - Needs assessment KW - Rural areas KW - Surveys UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/intercity/final_report_dec11.pdf UR - https://trid.trb.org/view/1128473 ER - TY - RPRT AN - 01362870 AU - Middleton, Dan AU - Brydia, Robert AU - Pesti, Geza AU - Songchitruksa, Praprut AU - Balke, Kevin AU - Ullman, Gerald AU - Texas A&M University, College Station AU - Texas Department of Transportation AU - Federal Highway Administration TI - Use of Intelligent Transportation Systems in Rural Work Zones PY - 2011/12//Technical Report SP - 206p AB - This project defined an approach to integrating data collected and traveler information displayed in a work zone with a regional transportation management center and/or other state websites. The project conducted a literature review to define the state of the practice in work zone Intelligent Transportation Systems (ITS; smart work zones) and worked with the Texas Department of Transportation traffic managers to identify their safety and mobility needs in a work zone and where ITS can play a role. The research conducted a market review to find current product offerings that provide solutions to address the identified work zone needs. It also developed two levels of architecture for integrating work zone ITS data from these products into a regional transportation management center. The project also explored new uses of work zone information and made recommendations for operating existing ITS systems in concert with Smart Work Zones. KW - Advanced traveler information systems KW - Intelligent transportation systems KW - Rural areas KW - State of the practice KW - Work zones UR - http://tti.tamu.edu/documents/0-6427-1.pdf UR - https://trid.trb.org/view/1128242 ER - TY - RPRT AN - 01362865 AU - Fitzpatrick, Kay AU - Chrysler, Susan AU - Sunkari, Srinivasa AU - Cooper, Joel AU - Park, Byung-Jung AU - Higgins, Laura AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Modern Traffic Control Devices to Improve Safety at Rural Intersections PY - 2011/12//Technical Report SP - 198p AB - Engineers with the Texas Department of Transportation (TxDOT) frequently make changes to traffic control devices (TCDs) to improve intersection safety. To use available funds judiciously, engineers make incremental changes in order to select the least costly yet effective improvements. The goal of this project was to obtain a better understanding of modern TCD capabilities. Researchers conducted the following tasks: literature review, crash data examination, TxDOT district survey, laboratory survey, field study, and development of principles for selecting TCDs. Adding flashing lights to signs, either through beacons or embedded light-emitting diodes (LEDs), serves two purposes: to attract attention and to convey a message. The findings of this research demonstrate that while the lights do improve detection distance, legibility distance of the message suffers at night due to the glare of the lights. Cautious engineering judgment should be used when adding lights to any word message sign beyond a Stop sign because the legibility distance for the words will be shorter than when lights are not present. For Stop signs, the unique color and shape of these traffic control devices prompts drivers’ responses to them long before the word “stop” is actually read. The driving study found no difference in sign detection at night between those with an overhead flashing beacon and those where the ground-mounted sign has embedded LEDs. The detection distances observed for the signs with lights in this study were extremely long, over 2000 ft in most cases. The other general observation regarding the magnitude of the results is that for all of the Stop signs, both lit and unlit, the detection distance for sign recognition was always greater than stopping sight distance. So the existing static Stop signs are sufficiently visible for an alert driver under clear weather. The research project found that there appears to be a benefit to detection from dimming the LED brightness at night. The LED sign set on the high brightness setting was detected furthest during the day, while the lower setting was detected best at night. The research concluded with guidance principles to consider when selecting countermeasures for rural stop-controlled intersections. KW - Field studies KW - Highway safety KW - Intersections KW - Laboratory studies KW - Light emitting diodes KW - Lighting KW - Literature reviews KW - Rural areas KW - Stop signs KW - Texas Department of Transportation KW - Traffic control devices UR - http://tti.tamu.edu/documents/0-6462-1.pdf UR - https://trid.trb.org/view/1128315 ER - TY - RPRT AN - 01362833 AU - Lambert, James H AU - Thekdi, Shital A AU - Zhou, Qian AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Land Development Risk Analysis for Multimodal Transportation Corridors PY - 2011/12//Final Report SP - 76p AB - Adjacent land development can compromise the performance of multimodal transportation facilities and increase the costs of maintaining or increasing capacities. There is an increasing need for jurisdictions to focus scarce funding on the corridors with the highest risk of land development and greatest potential for excess cost and regret. Escalating land values along with uncertainties in cost and public perception require that the agency proactively address future development along multimodal corridors to avoid surprise, regret, and belated action. This study integrated several risk and reliability models in order to predict land development and suggest priorities for risk management on the 5,700-mile multimodal system known as the Virginia Statewide Mobility System (SMS). Access point densities were counted and analyzed along the SMS, the related Corridors of Statewide Significance, and several parallel corridors. The access point analysis along with expert evidence was used to quantify consequences related to corridor protection. The study used more than 40 geographic information systems (GIS) data layers obtained from federal, state, and commercial entities including the Virginia Department of Transportation, U.S. Census Bureau, National Land Cover Database satellite imagery, and others. The study aggregated the layers in several expert perspectives to suggest priority corridor sections for risk management. No single perspective would be adequate. The analysis included eliciting factors most influencing land development; identifying key combinations of factors; quantifying the relative potential for volatile development of individual corridor sections; testing sensitivity of results to scenarios, assumptions, and emergent conditions; estimating a time to development; and describing strategic actions to minimize regret or excess cost. The result is an evidence-based method that will enable state planners to compare, prioritize, and benchmark needs for risk management over adjacent lands for thousands of miles of corridor. KW - Geographic information systems KW - Land use planning KW - Multimodal transportation KW - Real estate development KW - Risk analysis KW - Transit oriented development KW - Transportation corridors KW - Virginia Statewide Mobility System UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/12-r7.pdf UR - https://trid.trb.org/view/1128193 ER - TY - RPRT AN - 01362791 AU - Thomas, Gary B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Applying the Systems Engineering Approach to Video over IP Projects: Workshop PY - 2011/12//Technical Report SP - 20p AB - In 2009, the Texas Transportation Institute produced for the Texas Department of Transportation a document called Video over IP Design Guidebook. This report summarizes an implementation of that project in the form of a workshop. The workshop was developed and presented as a pilot in Austin in 2010 and taught an additional four times in 2011 in Fort Worth, Lubbock, Houston, and San Antonio. KW - Pilot projects KW - Systems engineering KW - Texas KW - Voice over Internet Protocol KW - Workshops UR - http://tti.tamu.edu/documents/5-5942-01-1.pdf UR - http://ntl.bts.gov/lib/43000/43500/43560/5-5942-01-1.pdf UR - https://trid.trb.org/view/1131375 ER - TY - RPRT AN - 01362722 AU - Sheikh, Nauman M AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Determination of Minimum Height and Lateral Design Load for Mash Test Level 4 Bridge Rails PY - 2011/12//Test Report SP - 68p AB - The Manual for Assessing Safety Hardware (MASH) prescribes higher design vehicle impact speed and mass for test level 4 barriers compared to its predecessor National Cooperative Highway Research Program (NCHRP) Report 350. This has resulted in a 56 percent increase in impact severity for test level 4. The current American Association of State Highway Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Specifications require test level 4 bridge rails to have a minimum rail height of 32 inches and to be designed for a 54-kip lateral load. These requirements were based on NCHRP Report 350 impact conditions and need to be revised for the higher impact severity under MASH. A recent MASH test 4-21 with a 32-inch tall New Jersey profile rigid concrete barrier, which performed acceptably under NCHRP Report 350 TL-4, resulted in the vehicle rolling over the barrier. This research had the objectives of determining the minimum rail height and lateral design impact load for MASH test level 4 bridge rails. Using parametric finite element analysis and subsequent crash testing, the researchers determined the minimum recommended rail height for MASH TL-4 impact conditions to be 36 inches. Lateral design impact load for MASH TL-4 test conditions was determined to be 80 kips. A 36-inch tall Single Slope Traffic Rail (SSTR) that meets these rail height and lateral load capacity requirements was crash tested. The 36-inch tall SSTR successfully contained and redirected the impacting vehicle. Details of the simulation analysis, barrier design, full-scale crash testing, and crash test results are presented in this report. KW - AASHTO Manual for Assessing Safety Hardware KW - Bridge railings KW - Design load KW - Finite element method KW - Impact speed KW - Impact tests UR - http://tti.tamu.edu/documents/9-1002-5.pdf UR - http://ntl.bts.gov/lib/43000/43500/43562/9-1002-5.pdf UR - https://trid.trb.org/view/1131380 ER - TY - RPRT AN - 01362668 AU - Niewendorp, Clark A AU - Oregon Department of Geology and Mineral Industries AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Naturally Occurring Hazardous Materials PY - 2011/12//Final Report SP - 124p AB - The study of naturally occurring hazardous materials (NOHMs) was conceived as a proactive response to assure that the Oregon Department of Transportation (ODOT) maintenance and construction activities take the presence of NOHMs into account. The label of NOHM is given to certain elements, minerals, and materials of a varied geologic nature found in natural deposits or as contaminants that could have consequences on the well-being of those exposed to these earthy materials. Many elements, minerals (non-fuel and industrial minerals), and other rocks meet the NOHM criteria, particularly those that pose health hazards through their physical properties (e.g., size, shape, dissolutions traits). It is when such an occurrence is disturbed, crushed, or exposed to natural weathering and erosion, or to human activities that create dust that a potential risk may arise and possibly pose a human health or environmental concern. Out of 42 possible NOHMs, ODOT’s Technical Advisory Committee picked 16 for the project. Ten ODOT sites across Oregon were sampled for the presence (or absence) of any one of these NOHMs, from which 15 composited samples were collected. Of these, 4 samples were analyzed for multi-elements (35 analytes), 10 samples were examined for zeolite minerals with erionite being the mineral of interest, and 2 samples were examined for asbestos minerals. Five samples from four sites contained fibrous material in suspension. X-ray fluorescence diffraction (XRD) was unable to match the fibrous material with zeolite XRD pattern matching standards. However, Transmission Electron Microscopy (TEM) data of the fibrous material points to offretite’s chemistry field, a zeolite species closely associated with erionite or possibly a Mg-poor erionite. The incongruity between the XRD and TEM results tends to confound analytical interpretation and the results are unfortunately inconclusive. At two ODOT sites, multi-element analysis by ICP-AEA with trace Hg by Cold Vapor/AAS revealed elevated levels of As and other analytes. Anthophyllite and chrysotile, both regulated asbestos minerals, were detected in two samples from the Chancellor quarry using NIOSH 9002 method (PLM/DS procedures). A NOHM-GIS interpretative layer, called NGIL, is an important outcome of this project. It was developed to map where the 16 NOHMs picked for the project are likely to be encountered. To convey NOHM information to ODOT personnel, a relative NOHM hazard potential was assigned to geologic unit polygons held in the Oregon Digital Geologic Compilation. The relative NOHM hazard potential is expressed in qualitative terms of ‘Most’, ‘Moderate’, or ‘Least’ likely. To arrive at a hazard classification, various data rules were devised based on geological factors, expert knowledge, and databases either developed or enhanced for the project. NGIL is also linked to a database of the characteristics, hazards, analytical methods, and precautions that are associated with each NOHM. KW - Geology KW - Hazardous materials KW - Minerals KW - Oregon UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR686_Final2.pdf UR - https://trid.trb.org/view/1128255 ER - TY - RPRT AN - 01362649 AU - Ross, June AU - Serpico, Dan AU - Lewis, Robin AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Assessment of Driver Yielding Rates Pre- and Post-RRFB Installation, Bend, Oregon PY - 2011/12 SP - 49p AB - The Oregon Department of Transportation improved two crosswalks on US 97 (Bend Parkway) near Bend, Oregon by installing Rectangular Rapid Flashing Beacons (RRFB), replacing signs, and enhancing pavement markings. At the location of the intersections where the RRFBs were installed the highway is a four-lane facility with a center median, bike lanes, and sidewalks. The posted speed is 45 miles per hour. At about the same time that the improvements were made at the two crosswalks on the Bend Parkway, RRFBs were installed at another nearby location in the City of Bend. As the use of RRFBs is considered experimental, particularly at locations with posted speeds in excess of 35 mph, an evaluation of driver compliance rates and conflicts at the three intersections was undertaken. Driver yielding rates increased significantly at all three intersections where RRFBs were installed. Prior to the installation of RRFBs, data was collected on a total of 159 crossings at the three intersections; following RRFB installation data was collected on a total of 211 crossings. The average yielding rate was 17.8%; following installation the average yielding rate more than tripled to 79.9%. The conclusion of the study was that RRFBs should be considered for installation on high-speed facilities where there are posted speeds greater than 35 miles per hour if there are pedestrians and bicyclists using the facility and a history of crashes or the potential for them. The design of an RRFB installation needs to include features to improve the visibility of the crossing. KW - Crosswalks KW - Drivers KW - Flashing beacons KW - Highway traffic control KW - Pedestrian safety KW - Traffic control devices KW - Yielding UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR721_bend_rrfb.pdf UR - https://trid.trb.org/view/1128257 ER - TY - RPRT AN - 01361727 AU - Rupnow, Tyson D AU - Icenogle, Patrick AU - Reech, Scott AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Evaluation of Cement and Fly Ash Treated Recycled Asphalt Pavement and Aggregates for Base Construction PY - 2011/12//Final Report SP - 68p AB - Many entities currently use recycled asphalt pavement (RAP) and other aggregates as base material, temporary haul roads, and, in the case of RAP, hot mix asphalt construction. Several states currently allow the use of RAP combined with cement for a stabilized base course under both asphalt and concrete pavements. Currently, there is disagreement on what properties are required, and how to test the cement and fly ash treated RAP for both asphalt and concrete pavement structures. The objective of this study was to determine feasibility of cement and fly ash treated RAP and other aggregates as a structural layer for both portland cement concrete and hot mix asphalt pavement systems. A 610 limestone from Kentucky was used as the reference material. Other materials used in the study include: Mexican 610 limestone, gravel and limestone based RAP, and blended calcium sulfate (BCS). Samples were prepared with three cement and fly ash contents and tested for compression and flexural strength. Length changes specimens were also produced and the resilient modulus was measured. Mixtures achieving 150 and 300 psi are capable of being produced with 4 to 8 percent portland cement and 10 to 20 percent class C fly ash. The compacted specimens achieved equal to or up to two and a half times greater compressive strength than those samples that were uncompacted. The reference and Mexican 610 limestone’s produced much higher strengths compared to the RAP BCS mixtures. The BCS mixtures proved adequate in terms of shrinkage, strength, and did not fall apart when stored in the 100 percent humidity room or underwater for the requisite 14-day cure period for the length change test. The resilient modulus results were similar across all samples, but no discernible trend could be determined, most likely due to the test containing only one sample for analysis. The results show that cement and fly ash treated RAP and other materials can be used in base course construction. KW - Asphalt pavements KW - Base course (Pavements) KW - Cement KW - Evaluation KW - Fly ash KW - Recycled materials UR - http://www.ltrc.lsu.edu/pdf/2011/fr_481.pdf UR - https://trid.trb.org/view/1127539 ER - TY - RPRT AN - 01361726 AU - Shin, Hak-Chul AU - Chung, Yoonseok AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration AU - Louisiana Transportation Research Center TI - Determination of Coefficient of Thermal Expansion Effects on Louisiana’s PCC Pavement Design PY - 2011/12//Final Report SP - 98p AB - With the development of the Mechanistic Empirical Pavement Design Guide (MEPDG) as a new pavement design tool, the coefficient of thermal expansion (CTE) is now considered a more important design parameter in estimating pavement performance including cracking, faulting, and international roughness index (IRI). This study was conducted to measure typical CTE values of Portland cement concrete (PCC) pavements having various aggregates used in Louisiana and to investigate the relationship between CTE and other critical variables such as aggregate types, age of concrete, dimension of specimen, amount of course aggregate in mixture, relative humidity, and concrete mechanical properties. AASHTO TP 60-00 was used for measuring concrete CTE and a recently new standard test method, AASHTO T 336-09, was adopted to replace the TP 60-00. A calibration factor was developed to convert the CTE values measured by AASHTO TP 60-00 to that of the new standard testing method. From the analysis of measured data, it was found that aggregate types, coarse aggregate proportion, and relative humidity have a significant influence on CTE. This finding was confirmed with a statistical analysis of variance (ANOVA). CTE tests and mechanical property tests were also performed at different ages to provide input data for Level 1 design of MEPDG. Based on the results of the MEPDG analysis, current maximum joint spacing [20 ft. (6.1 m)] in jointed plain concrete pavement (JPCP) can be adjusted to 15 or 18 ft. (4.6 or 5.5 m) when Kentucky limestone is used as a coarse aggregate. 17. KW - Coefficient of thermal expansion KW - Louisiana KW - Mechanical properties of pavements expressed numerically KW - Pavement design KW - Pavement joints KW - Pavement performance KW - Portland cement concrete KW - Thermal expansion UR - http://www.ltrc.lsu.edu/pdf/2011/fr_451.pdf UR - https://trid.trb.org/view/1127524 ER - TY - RPRT AN - 01361725 AU - Wu, Zhong AU - Chen, Xingwei AU - Yang, Xiaoming AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Finite Element Simulation of Structural Performance on Flexible Pavements with Stabilized Base/Treated Subbase Materials under Accelerated Loading PY - 2011/12//Final Report SP - 133p AB - Accelerated pavement testing (APT) has been increasingly used by state highway agencies in recent years for evaluating pavement structures and/or materials. However, running an APT experiment is expensive. It requires costly accelerated loading devices and constructing full-scale pavement structures. Since pavement structures can have numerous combinations of pavement layer thicknesses, material types, and mixture designs, it is obviously impractical to test all potential pavement structures under APT. In order to maximize the benefits from an accelerated pavement testing (APT) study and utilize the APT results in the evaluation of other similar pavements with different structural configurations, a computer simulation of APT tests is essential. The objective of the research is to develop a finite element (FE) model(s) to simulate pavement structural performance of stabilized base and treated subbase materials under accelerated loading so that the performance of pavement structures with other stabilized base and subbase materials can be predicted without running APT tests. A permanent deformation (P-D) material model was proposed in this study to simulate the permanent deformation behavior of pavement base and subgrade materials under repeated loading. This model was modified from a conventional elastoplastic model with a linear strain hardening. All model parameters can be obtained from a laboratory P-D test. A P-D test data analysis spreadsheet by Excel Macro was developed to obtain parameters for the proposed P-D model. The P-D material model was implemented into a commercial FE program, ABAQUS through a user-defined UMAT subroutine. The P-D model was verified by simulating laboratory P-D tests for eight pavement base and subbase/subgrade materials. In addition, a sensitivity analysis was conducted to evaluate the effect of the material model parameters, pavement structures, and load configurations on the permanent deformation of pavement structures. The sensitivity analysis indicated that the proposed P-D model could effectively be used to predict the permanent deformation for different pavement structures. Three FE models for APT were preliminarily developed to investigate the dimensionality effect: a 3-D model with a moving load, a 3-D model with a repeated load, and an axisymmetric model. Considering the computational efficiency, the axisymmetric model was finally selected in this study. Six APT tests were simulated to calibrate the FE model. In the FE analysis, the load wander effect and the temperature change in pavement was considered. The calculated permanent deformations were in a reasonably good agreement with the field measurements with an average shift factor of 1.13. The FE model and the calibrated shift factor were also used to simulate pavement structures with other base/subbase materials. The predicted results showed that the performance of 2.6 percent lime/6 percent fly ash treated subbase was similar to that of 3.5 percent cement treated subbase. The analysis also showed that the lime/fly ash treated soil could be a viable alternative to the cement treated soil. In addition, the developed FE model was used to predict the permanent deformation of two low-volume roads in Louisiana. Overall, a good agreement was found between the predicted permanent deformations and the field measurements. Finally, the APT test calibrated FE model was used to develop P-D prediction models (transfer function) for pavement base and subbase/subgrade materials. These materials were classified into four categories: stabilized base materials (e.g., stabilized blended calcium sulfate materials); unbound base materials (e.g., crushed limestone); treated subbase/subgrade materials (e.g., lime, lime/fly ash, and cement treated soils); and untreated subgrade soils. The developed P-D transfer functions were verified by predicting the six APT sections and two typical low volume pavement structures. The predicted permanent deformations generally matched well with the field measurements. KW - Accelerated tests KW - Base course (Pavements) KW - Cement treated soils KW - Finite element method KW - Pavement performance KW - Stabilized materials KW - Subbase (Pavements) UR - http://www.ltrc.lsu.edu/pdf/2011/fr_452.pdf UR - https://trid.trb.org/view/1127525 ER - TY - ABST AN - 01549578 TI - Research Program Design---Administration of Highway and Transportation Agencies. Measuring Performance among State DOTs: Sharing Good Practices -- Congestion AB - NCHRP Project 20-24(37) activities are undertaken generally to support development of a commonly accepted set of measures state departments of transportation (DOTs) would use to assess system and agency performance; a single common data standard for each measure; a simple and reliable data submission process; and a basis for identifying, validating, and sharing best management practices that support high performance. Studies of specific aspects of performance entail comparison of data provided by several states and documentation of practices underlying best performance among participating states. The objectives of this project will be to (a) review and assess specific measures useful to department's of transportation (DOTs) for management of highway congestion, (b) demonstrate how DOT data for a small number of such measures may be used to supplement data available through the Federal Highway Administration (FHWA) to conduct a comparative analysis of DOT performance regarding congestion management, (c) report on successful data- and system-management techniques employed by exemplary agencies, and (d) design a program for establishing a data base that can be used as a resource for other American Association of State Highway & Transportation Officials (AASHTO) and National Cooperative highway Research Program (NCHRP) performance measurement and management activities. The research shall consider FHWA's continuing efforts to characterize congestion on segments of the National Highway System and activities by INRIX or other private-sector data sources. KW - Congestion management systems KW - Databases KW - Information dissemination KW - National Highway System KW - Performance measurement KW - State departments of transportation KW - System performance UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3146 UR - https://trid.trb.org/view/1339732 ER - TY - ABST AN - 01463297 TI - Unsignalized Intersection Guide AB - Approximately 90% of intersections in the United States are unsignalized with over 6,000 fatalities estimated to have occurred at these types of intersections in 2007. It is vital that state and local transportation agencies consider how the design and operation of unsignalized intersections can better address safety performance, operations, multimodal needs, and other impacts. A majority of unsignalized intersections are owned and operated by local agencies. Many smaller jurisdictions do not have professional engineers on staff but must frequently make decisions on treatments at unsignalized intersections. All transportation agencies need practical guidance to assist them in arriving at and justifying these decisions to policy makers and the public. The objective of this research is to develop a comprehensive guide to enhance the safe operation for all users of unsignalized intersections. The guide should be practical and multimodal and aid practitioners in selecting design, operational, maintenance, enforcement, and other types of treatments to improve safety, mobility, and accessibility. KW - Accessibility KW - Fatalities KW - Guides to information KW - Highway design KW - Highway operations KW - Highway safety KW - Mobility KW - Multimodal transportation KW - Unsignalized intersections UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3154 UR - https://trid.trb.org/view/1231523 ER - TY - ABST AN - 01463296 TI - Design Guidance for Interchange Loop Ramps AB - Interchanges are among the most complex and expensive components of the roadway network. An appropriate interchange design must safely and effectively accommodate the traffic volumes for the various movements, while considering the context of the location (e.g., rural/urban, right-of-way and environmental constraints, near-by traffic generators, upstream and downstream interchanges). Design decisions can be even more difficult when improving an existing interchange. Several interchange designs have been developed over the years, using a variety of ramp types and connections from the ramps to the intersecting roadways. Loop ramps are prominent in the traditional cloverleaf design and are also used in partial cloverleafs, trumpets, and other interchange designs. Despite their long use, information on the safety and operational performance of loop ramps is limited. This is particularly true for two-lane loop ramps because of the interactions between passenger vehicles and trucks traveling side-by-side on a fairly tight curve. In addition to conditions on the ramp proper, the safety and operation of the connections from the ramp to the intersecting roads must be considered. For freeway connections to and from a multi-lane ramp, the development or termination of the added lanes must be carefully designed to adequately accommodate diverging/merging movements and the necessary deceleration/acceleration. When a loop ramp terminates at a traffic signal or a ramp meter, the design must consider the expected queue. The objective of this research is to develop improved design guidance for interchange loop ramps and their connections. The guidance should consider the context of the interchange and the safety, operational, and constructability impacts of the design. KW - Cloverleaf interchanges KW - Freeways KW - Highway design KW - Interchanges KW - Loops (Control systems) KW - Ramps (Interchanges) KW - Traffic volume UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3155 UR - https://trid.trb.org/view/1231522 ER - TY - ABST AN - 01463295 TI - Work Zone Crash Characteristics and Countermeasure Guidance AB - Work zone safety is of great concern to highway agencies, the construction industry, and the traveling public. Despite this concern, there is limited data on work zone crashes and fatalities addressing trends, causality, and the best use of resources to improve work zone safety. Work zone crashes can occur both inside the work space and in the traffic space. There is no single solution to creating safer work zones. Effective countermeasures depend on understanding the characteristics of crashes (types of crashes, and where and when they are occurring), the characteristics of the work zone and roadway at the time of the crash, primary and contributing factors in the crash, measures of exposure, and the frequency with which certain characteristics occur. Having a greater understanding of this information will help in more effectively targeting efforts to improve work zone safety. Clear guidance is needed to encourage the use of a data-driven, comprehensive, collaborative planning approach for the selection and implementation of effective countermeasures to improve work zone safety. Over the last decade there have been numerous federal, state, and local initiatives to improve highway safety that have resulted in national and state Strategic Highway Safety Plans (SHSP), as well as the current Towards Zero Deaths initiative. Work zone safety is a component in many states' SHSP's. In spite of these efforts for comprehensive and collaborative safety planning, many institutional barriers still remain. The recently enacted Temporary Traffic Control Device Final Rule (23CFR630 Subpart K) requires that highway agencies consider the use of positive protection devices in work zones, based on an engineering study that considers local site conditions. Unfortunately, the characteristics of work zone crashes involving positive protection devices are not well documented, making an engineering study difficult to perform. Research is needed to define the characteristics of work zone crashes involving or likely to involve positive protection devices. Specifically, information is needed on impact speed, posted speed, impact angle, available travel lanes and roadway width, impact vehicle type and weight, barrier type, and injuries. This will allow agencies to understand the types of work zone crashes that can be expected, given the characteristics of specific work zones, and then apply that information to implement appropriate positive protection measures. The objective of this research is to develop comprehensive guidance on the characteristics of work zone crashes and the effectiveness of countermeasures in various categories (such as engineering, enforcement, education, Emergency Medical Services, and public policy) to reduce work zone crash frequency and severity, and improve overall work zone safety. KW - Barriers (Roads) KW - Construction sites KW - Crashes KW - Highway safety KW - Impact speed KW - Safety equipment KW - Speed KW - Travel lanes KW - Work zone safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3183 UR - https://trid.trb.org/view/1231521 ER - TY - ABST AN - 01463294 TI - Research for the AASHTO Standing Committee on Planning. Task 113. The Future of Transportation Planning in State DOTs AB - Transportation agencies are responding to a wide variety of global and domestic events and trends--economic, environmental, political, safety, social, and technological--that impose new challenges and present new opportunities. The rate at which various issues and events are complicating the preservation, operation, and improvement of transportation system elements is accelerating. State departments of transportation (DOTs) increasingly find themselves competing with other societal priorities for limited financial resources. In response to shrinking operating budgets, many DOTs are downsizing as well as developing and implementing new service delivery systems that involve the private sector in unfamiliar ways. Transportation planning has historically played an influential role in transportation decisions, but planning's role, and the practices and tools used by transportation planning professionals, must continue to evolve to provide maximum value to transportation agencies that are making decisions on infrastructure and service investments under demanding economic, social, and environmental conditions. Transportation planning performed by professionals with the necessary knowledge and expertise can play a key role in helping agencies making transformative changes by supporting and enabling them to successfully address the complex issues facing DOTs. Research is needed to ensure that planning provides the decision support that agencies need to preserve, maintain, operate, and improve transportation infrastructure and services. The objective of this research is to explore and provide guidance on how planning by state DOTs can best influence future decisions to positively impact transportation services, operations, and projects. The audience for this research includes, at a minimum, state DOT executives, the American Association of State Transportation & Highway officials (AASHTO) Standing Committee on Planning, transportation planning managers, educators, and certifying organizations. The research should address but not be limited to the following topics. KW - Decision making KW - Infrastructure KW - Maintenance KW - Operating costs KW - Operations KW - State departments of transportation KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3300 UR - https://trid.trb.org/view/1231520 ER - TY - ABST AN - 01557203 TI - Research for the AASHTO Standing Committee on Planning. Task 111. U.S. Commuting and Travel Patterns: Data Development and Analysis AB - In the U.S., over 65 percent of people over the age of 16 are in the labor force, with most of them commuting to work on a regular basis. Commuting is an activity that represents a major component of personal travel by most people and therefore is of great interest to a wide audience. Gaining a sound perspective on commuting and commuters provides valuable insights on local, state, and national economy; traffic congestion; and people's travel behavior. The first Commuting in America, published in 1987, examined changes in commuting dating back to 1960. The document proved to be valuable for those interested in public policy, planning, research, and education. The most recent Commuting in America III (published as NCHRP Report 550/TCRP Report 110) in 2006, included commuting data up to 2000. Currently,the American Association of State Highway and Transportation Official's  AASHTO's) Census Transportation Planning Products Oversight Board (CTPP) is planning to develop Commuting in America IV (CIA IV). CIA IV is planned to be a series of reports published on a regular basis via the web rather than a singular report. The aim of this NCHRP 08-36 project is to develop the data/tabulations to be used in preparing CIA IV. The writing of  CIA IV will be a separate project that will use these tabulations as a foundation to support the research and analysis needed to produce and publish CIA IV products. The CIA series focused on understanding commuting patterns and trends. Since the Commuting in America in 1987, the proportion of total travel represented by commuting has been declining, although it is still the largest reason that people travel. Accordingly, CIA IV is expected to continue the previous CIA series, but also add more current data on travel behavior, including but not limited to data from the 2009 American Community Survey , the 2006-2008 CTPP, and the 2009 National Household Travel Survey.While the previous CIAs were national in nature, CIA IV is expected to be broader and include State-level and MSA level analyses. Thus, the tabulations developed to support CIA IV analyses should consider emerging trends in travel and topics such as growth of non-work travel, travel during weekends, the effects of the economy, fuel prices, and other factors on decisions made for personal travel, etc. The objective of this research is to develop data tabulations using secondary and publicly available sources to support the development of CIA IV and other national, state, and metropolitan uses. This research will explore the use of new and historical data sets to describe commuting and other travel patterns in the U.S. The products of the research will include (a) data tabulations along with documentation and source code; and (b) display mechanism(s) to allow the visualization of tabulations. KW - Commuting KW - Data banks KW - Traffic congestion KW - Transportation planning KW - Travel behavior KW - Travel patterns UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3298 UR - https://trid.trb.org/view/1346863 ER - TY - ABST AN - 01543906 TI - Research for AASHTO Standing Committee on Highways. Task 334. Primer on the Joint Use of the HSM and HFG AB - To create a primer for highway planners, designers and traffic engineers that explain how the Highway Safety Manual (HSM )and Human Factors Guidelines (HFG) can be used jointly in the planning and development of new and improved road design projects. The primer will illustrate a five-step process and provide computational examples that can be easily used by highway planners, designers and traffic engineers. The primer will permit the highway planner, designer and traffic engineer to provide for the needs and limitations of the road user, thus enhancing road design and operational safety for all. KW - Highway design KW - Highway planning KW - Highway safety KW - Highway Safety Manual KW - Human factors KW - Traffic engineering UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3382 UR - https://trid.trb.org/view/1332063 ER - TY - ABST AN - 01563886 TI - US-Mexico Joint Working Committee (JWC) Pooled Fund Study AB - The Joint Working Committee (JWC) is a bi-national group whose primary focus is to cooperate on land transportation planning and the facilitation of efficient, safe, and economical cross-border transportation movements. The group is comprised of transportation professionals from the Federal Highway Administration (FHWA) and the Mexican Secretariat of Communication and Transportation (SCT) and representatives from the U.S. Department of State (DOS), the Mexican Secretariat of Foreign Relations (SRE), the four U.S. border State Departments of Transportation (DOT), and the six Mexican border States. The members meet twice a year to develop and implement work plans and address border issues. The purpose of this project is to support border transportation facilitation by implementing the U.S.-Mexico Joint Working Committee workplan. KW - California-Mexico border region KW - Committees KW - Ground transportation KW - Texas-Mexico Border region KW - Transportation planning KW - Transportation professionals KW - United States-Mexico Border UR - http://www.pooledfund.org/Details/Study/357 UR - https://trid.trb.org/view/1354992 ER - TY - RPRT AN - 01369376 AU - Arizona Department of Transportation AU - Federal Highway Administration TI - The Travel Model Improvement Program - Summary Report: Arizona Department of Transportation (ADOT) Travel Modeling Peer Review PY - 2011/11/18 SP - 30p AB - This report summarizes the results of a peer review of the AZTDM. The peer review was supported by the Travel Model Improvement Program (TMIP), which is sponsored by FHWA. The peer review of a travel model can serve multiple purposes, including identification of model deficiencies, recommendations for model enhancements, and guidance on model applications. Given the increasing complexities of travel demand forecasting practice and the growing demands by decision-makers for information about policy alternatives, it is essential that travel forecasting practitioners have the opportunity to share experiences and insights. The TMIP-supported peer review provides a forum for this knowledge exchange. This report is organized into the following sections: Overview of the AZTDM modeled region and the Arizona Department of Transportation's (ADOT’s) roles and responsibilities for travel demand forecasting – this section gives an introduction to the demographics, land use and transportation characteristics of the region, ADOT’s planning responsibilities, and their goals for the peer review; Overview of modeling at ADOT– this section provides a brief historical context of travel modeling at ADOT, including past and current model versions and ADOT’s current model improvement program; Discussion of the AZTDM – this section provides a summary of the topics posed by ADOT during the peer review for which ADOT sought specific insight and guidance from the peer review panel; and Peer review panel response – this section provides the peer review panel’s comments and recommendations to ADOT. In addition, the report includes four appendices: Appendix A – list of peer review participants; Appendix B – peer review meeting agenda; Appendix C – biographies for each of the peer review panel members; and Appendix D – summary of the current AZTDM. KW - Arizona KW - Arizona Department of Transportation KW - AZTDM (Computer model) KW - Forecasting KW - Peer review KW - Transportation planning KW - Travel demand KW - Travel Model Improvement Program UR - https://trid.trb.org/view/1138024 ER - TY - ABST AN - 01543189 TI - Assessment of Small and Medium Sign Supports, Work Zone Devices, and Luminaires to MASH AB - Recent testing of Small and Medium Sign Supports and Work Zone Devices has been problematic with both of the test vehicles required in the 2009 AASHTO Manual for Assessing Safety Hardware (MASH)at both the Texas A&M Transportation Institute (TTI) and the Midwest Roadside Safety Facility (MwRSF) at the University of Nebraska-Lincoln. Many of these devices have previously been successfully full-scale crash tested to NCHRP Report 350: Recommended Procedures for the Safety Performance Evaluation of Highway Features. Only the small car (1800-lb, Geo Metro or similar) test was performed under NCHRP Report 350. MASH requires testing these types of devices with both a small car (2420-lb, Kia Rio or similar) and a pickup truck (5000-lb, ½-ton Dodge Quad Cab or similar). Occupant Impact Velocities (OIVs) and Occupant Ridedown Accelerations (ORAs) have not been a problem because of the increased weight of the test vehicles, even with the commensurate reduction in impact speed in Test 3-60. However, the change in frontal geometry (i.e., bumper heights, increased frontal area, and wraparound distances) and increased ground clearance has changed the interaction between the vehicle and object struck. In general, small and medium sign supports used to pass over the top of the impacting vehicle with limited to no vehicle contact. With the newer MASH vehicles, they are now interacting with the windshield and roof of the current test vehicles and failing the occupant compartment intrusion and/or penetration requirements of MASH. Similarly, vehicle interactions with portable work-zone devices are causing unacceptable windshield and roof penetrations and/or deformations as well as floor pan penetrations. No testing has been conducted to date on luminaires (light poles) under MASH, but this recent testing on other breakaway and portable devices at least raises the question as to the expected performance of breakaway luminaire poles under the MASH impact safety criteria. The addition of objective vehicle intrusion and deformation criteria has also brought into question the future usefulness of pendulum/&#8204;bogie testing of breakaway supports. Most indications of potential problems have been identified with recent testing at MwRSF and TTI. However, because of the reduced occupant compartment deformations, particularly in the roof crush, older accepted tests under NCHRP Report 230 and NCHRP Report 350 would be failed under MASH. Under acceptance letter SS08, the perforated tube would clearly fail under todayâ??s guidelines when it was previously deemed marginally acceptable. Similarly, potential previously successful tests under NCHRP Report 230 and 350 on luminaires may be problematic under MASH test conditions. Subsequent MASH testing with a pickup truck on the perforated steel tube sign supports under NCHRP Project 22-14(03), Bullard, et. al. (TTI-2010) demonstrated unacceptable occupant compartment intrusion at the top of the windshield. Under Texas DOT Project 9-1002-12-5, Dobrovolny et. al. (TTI-2013) also found unacceptable performance with the 7-ft mounted temporary work-zone sign when impacted at 90 degrees by the MASH pickup due to cutting of the roof sheet metal and subsequent occupant compartment intrusion. Schmidt et. al. (MwRSF-2011) published Analysis of Existing Work-Zone Sign Supports Using Manual for Assessing Safety Hardware Safety Performance Criteria. The testing reviewed in this paper indicated work-zone devices previously tested and accepted under NCHRP Report 350 were subjected to testing with the MASH small car and pickup, four (4) with the car and four (4) with the pickup. Five (5) of the eight (8) devices failed due to occupant compartment intrusion and/or penetration. Sicking et. al. (MwRSF-2010) under TRP-03-225-10 published Safety Investigation and Guidance for Work-Zone Devices in Freight Transportation Systems Subjected to Passenger Car and Truck Impacts with New Crash Standards. The report further documents the results of this work-zone sign support testing and evaluation program using MASH test vehicles. The objective of the research is to identify currently accepted small and medium sign supports, work-zone devices, and luminaires under prior crash test standards that either are or will likely be problematic under the current MASH crash test standard. With the complexities of the problems identified, a two-phase approach may be considered under this project. The initial phase may incorporate a survey that will serve as an in-service performance evaluation of these products and will help assist in the urgency of a second phase within the project scope. If the survey results in Phase one identifies that there is insufficient field data, the second phase will examine possible modifications to the MASH requirements on occupant compartment deformation that may need to be proposed to AASHTO. This second phase will also greatly assist states in the prioritization of upgrading possibly deficient hardware. Furthermore, the results of the research will likely assist the states with selecting, retrofitting, and modifying those designs to garner improved safety performance. Possible guidance will also be provided to assist industry with providing similar improved proprietary products used by the various states. KW - AASHTO Manual for Assessing Safety Hardware KW - Highway safety KW - Impact tests KW - Luminaires KW - Occupant Impact Velocity KW - Occupant protection devices KW - Sign supports KW - Work zone safety UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3857 UR - https://trid.trb.org/view/1330423 ER - TY - RPRT AN - 01472580 AU - Yu, Huanan AU - Shen, Shihui AU - Washington State Transportation Center AU - Transportation Northwest Regional Center X (TransNow) AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - An Investigation of Dynamic Modulus and Flow Number Properties of Asphalt Mixtures In Washington State PY - 2011/11/11/Final Report (Draft) SP - 123p AB - Pavement design is now moving toward more mechanistic based design methodologies for the purpose of producing long lasting and higher performance pavements in a cost-effective manner. The recent Mechanistic-Empirical pavement design guide (MEPDG) is a product under such direction and is making progresses in improving current design methods. Dynamic Modulus is proposed by the MEPDG as an important material characterization property and key input parameter which correlates material properties to field fatigue cracking and rutting performance. Washington State has strong background and has put many efforts in moving toward the M-E based design procedures. In addition, Washington State has developed comprehensive pavement management system (PMS) database which makes it possible to use local pavement performance data to calibrate design models and optimize pavement design. However, there is still one important thing missing in this implementation step, which is a comprehensive local material database. Given the limited resources (equipment and time), such database will help the designer to select material properties that are more applicable to local materials and thus develop more reasonable level III design. Therefore, the objectives of this study are to conduct dynamic modulus (E*) tests on asphalt mixtures most popularly used in the State of Washington under different climate conditions, generate material database for the implementation of MEPDG design procedure in Washington State, and provide an evaluation method for recommending potential performing mixes by correlating E* test results to field rutting performance using Washington State PMS data. Both lab prepared mixtures based on designs typically used in Western, Central, and Eastern Washington region, and field cored samples from representative field sites will be measured for dynamic modulus over a wide time-temperature domain. Results will be correlated to pavement performance, so that desirable material properties and E* values can be recommended for Washington material and climate conditions. KW - Asphalt mixtures KW - Climate KW - Databases KW - Dynamic modulus of elasticity KW - Fatigue cracking KW - Flow number KW - Local materials KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement management systems KW - Pavement performance KW - Paving materials KW - Rutting KW - Washington (State) UR - http://ntl.bts.gov/lib/46000/46200/46255/TNW2012-02_An_investigation_of_dynamic_modulus.pdf UR - https://trid.trb.org/view/1239158 ER - TY - ABST AN - 01566841 TI - Field Testing Hand-Held Thermographic Inspection Technologies Phase II AB - The goal of this research is to further develop this technology and guidelines for the condition assessment of concrete to help ensure bridge safety and improve the effectiveness of maintenance and repair. The objectives of the research are to: (1) Quantify the capability and reliability of thermal imaging technology in the field. (2) Put the technology in the field with typical maintenance and inspection personnel to identify and overcome implementation barriers. (3) Field test and validate inspection guidelines for the application of thermal imaging for bridge inspection. KW - Bridge inspection KW - Concrete bridges KW - Field tests KW - Nondestructive tests KW - Rehabilitation (Maintenance) KW - Thermal imaging UR - http://www.pooledfund.org/Details/Study/475 UR - https://trid.trb.org/view/1358558 ER - TY - RPRT AN - 01574051 AU - Rue, Harrison AU - McNally, Lisa AU - Santalucia, Pepper AU - Mahendra, Anjali AU - Plaskon, Terence AU - Silla, Theresa AU - ICF International AU - Federal Highway Administration TI - Environmental Justice Emerging Trends and Best Practices Guidebook PY - 2011/11/01 SP - 77p AB - This document helps promote a deeper understanding of the responsibilities, opportunities, and benefits derived from addressing environmental justice (EJ) in transportation planning and implementation. The four topic chapters focus on foundational issues or emerging trends and highlight noteworthy case studies and best practices that promote EJ in transportation decisionmaking. The topics addressed are: transit and affordability, public involvement, livability, and road pricing mechanisms. KW - Best practices KW - Case studies KW - Decision making KW - Environmental justice KW - Equity (Justice) KW - Low income groups KW - Minorities KW - Public participation KW - Public transit KW - Quality of life KW - Road pricing KW - Transportation planning UR - http://www.fhwa.dot.gov/environment/environmental_justice/resources/guidebook/ejguidebook110111.pdf UR - https://trid.trb.org/view/1363890 ER - TY - ABST AN - 01495351 TI - Professional Services Contract Manager Development and Certification Strategy AB - The objective of this project is to develop and recommend "Best Practices" for South Carolina Department of Transportation (SCDOT) regarding contract management, and to identify opportunities for improvements. KW - Administrative and managerial personnel KW - Best practices KW - Certification KW - Contract administration KW - Professional services KW - South Carolina UR - http://www.scdot.scltap.org/wp-content/uploads/2015/01/Final_Report_696-1.pdf UR - https://trid.trb.org/view/1264902 ER - TY - RPRT AN - 01365478 AU - Culmo, Michael P AU - CME Associates, Incorporated AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Accelerated Bridge Construction - Experience in Design, Fabrication and Erection of Prefabricated Bridge Elements and Systems PY - 2011/11/01/Final Report SP - 347p AB - This document represents the “State of the Practice” with respect to all aspects of accelerated bridge construction (ABC). The intent of this manual is to fill in the gaps left by publication of the previous manuals. The manual covers ABC techniques, project planning and scoping, implementing ABC in a Transportation Agency, prefabricated elements, long-term performance of prefabricated elements, construction and design. The manual can be used by transportation agencies to establish a successful accelerated bridge construction program. KW - Accelerated construction KW - Bridge construction KW - Bridge design KW - Bridge members KW - Erection (Building) KW - Fabrication KW - Prefabricated bridges UR - http://www.fhwa.dot.gov/bridge/abc/docs/abcmanual.pdf UR - https://trid.trb.org/view/1134224 ER - TY - RPRT AN - 01362677 AU - Pedestrian and Bicycle Information Center AU - Highway Safety Research Center AU - Federal Highway Administration AU - FedEx Express Corporation TI - Walk Friendly Communities Community Assessment Tool PY - 2011/11/01 SP - 59p AB - The purpose of this tool is twofold; it serves to both recognize existing walkable communities and to provide a framework for communities seeking to improve their walkability. This tool recognizes communities which have achieved high levels of walking and low rates of pedestrian crashes while also recognizing communities which are making progress in achieving these two goals through policies, projects and programs. Recognizing that there are many ways to achieve these outcomes, the range of questions in this tool attempts to capture the variety of factors that affect walkability. There are several benefits of completing this form. First, the WFC assessment tool contains information and resources to assist agencies in improving walking conditions for your community. Through the questions and resources in this form, communities will be able to identify areas of needed improvement and use the tools to develop specific solutions. Completing this form also requires collaboration between government agencies, private not-for-profits, and the private sector, thus building stronger relationships in your community. Another advantage of this tool is that it creates a great internal resource for communities by documenting all walking-related programs, projects, and policies in one place. Most communities will be surprised by the amount they are already doing for walkability. Finally, submitting the assessment to the PBIC for scoring provides the opportunity for your community to be recognized with a designation of bronze, silver, gold, or platinum, in terms of conditions for increased and safer walking. This designation has many benefits of promoting walkability both within your community and through friendly competition with other cities. KW - Communities KW - Evaluation and assessment KW - Needs assessment KW - Pedestrians KW - Walkability KW - Walking UR - http://www.walkfriendly.org/WFCAssessmentTool_Nov2011.pdf UR - https://trid.trb.org/view/1127577 ER - TY - RPRT AN - 01608719 AU - Kimbrough, Sue AU - Shores, Richard C AU - Whitaker, Donald A AU - Environmental Protection Agency AU - Federal Highway Administration TI - FHWA and EPA National Near-Road Study, Las Vegas PY - 2011/11 SP - 161p AB - This report provides a summary of a field study conducted in Las Vegas, Nevada from mid-December 2008 thru mid-December 2009. The objective of this research study has been to determine Mobile Source Air Toxic (MSAT) concentrations and variations in concentrations as a function of distance from the highway and to establish relationships between MSAT concentrations as related to highway traffic flows including traffic count, vehicle types and speeds, meteorological conditions such as wind speed and wind direction; and other pollutants primarily emitted from motor vehicles. KW - Air quality KW - Field studies KW - Highways KW - Las Vegas (Nevada) KW - Meteorological phenomena KW - Mobile Source Air Toxics KW - Pollutants KW - Traffic flow UR - https://www.fhwa.dot.gov/environment/air_quality/air_toxics/research_and_analysis/near_road_study/las_vegas/nnrslv.pdf UR - https://trid.trb.org/view/1419160 ER - TY - RPRT AN - 01587400 AU - Nicholls, Jim AU - Cannon, Stacy AU - Duffy, Sara AU - Stevens, Rory AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Washington’s Complete Street & Main Street Highways Program Case Studies and Practice Resource PY - 2011/11//Research Report SP - 66p AB - Complete Streets is a national movement that promotes accessibility for all users. Typical Complete Streets components accommodate pedestrians, bicycles, transit users, personal vehicles and freight trucks. A growing number of communities in Washington State and nationwide have existing Complete Streets policies or ordinances. Washington State passed a Complete Streets Bill (HB 1071) that went into effect July 2011, creating a program that would provide grants to communities that met appropriate criteria. Washington State is initiating a Grant Program that would provide a funding source for Complete Streets and Main Street Highways projects. There are 500 miles of Main Streets in Washington State that are also State Highways. Complete Streets and Main Street Highways treatments must be context-specific based on size, location, and community needs. The Complete Streets and Main Street Highways conversation is a continuum, encompassing a range of project size, scope, and systems. KW - Accessibility KW - Automobiles KW - Bicycles KW - Case studies KW - Complete streets KW - Financing KW - Main streets KW - Pedestrians KW - Project delivery KW - Public transit KW - Trucks KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/780.1.pdf UR - https://trid.trb.org/view/1395633 ER - TY - RPRT AN - 01512497 AU - United States Federal Highway Administration TI - Bangerter 600 West project : environmental impact statement PY - 2011/11//Volumes held: Draft, F, Fsum KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/1296821 ER - TY - RPRT AN - 01509747 AU - United States Federal Highway Administration TI - Interstate 25 improvements, the New Pueblo Freeway, Pueblo County, Colorado : environmental impact statement PY - 2011/11//Volumes held: Draft, Dapp, Technical Memoranda B1 KW - Colorado KW - Environmental impact statements UR - https://trid.trb.org/view/1294071 ER - TY - RPRT AN - 01491359 AU - McGowen, Patrick AU - Chaudhari, Jaydeep AU - Church, Brian AU - Booth, Janelle AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Montana Fuel Tax Refunds PY - 2011/11//Final Report SP - 113p AB - The primary source of funding for transportation infrastructure is the taxes that are imposed on motor fuels. One aspect of fuel tax collections is the process that requires consumers to apply for refunds of taxes paid on fuels used for tax-exempt purposes. Few studies on fuel tax evasion have focused on the refund process. The Montana Department of Transportation has expressed concern over the possibility of fraud, errors and inefficiencies in the current fuel tax refund process. This report summarizes a project that focused on estimating the current level of fraud and errors and examining the current laws and processes for motor fuel tax refunds in Montana. The project focused primarily on three refund types; agriculture, power take-off units (PTO) and refrigeration units (reefer). The project included a literature review, a survey of peer states in the region, development of a model to estimate what portion of the state’s fuel consumption might reasonably be considered tax exempt, a review of over 500 refund claim forms, and recommendations for improving the tax refund process in Montana. KW - Fraud KW - Fuel taxes KW - Legislation KW - Literature reviews KW - Montana KW - Recommendations KW - Surveys UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/refunds/final_report.pdf UR - https://trid.trb.org/view/1257427 ER - TY - RPRT AN - 01455823 AU - Gentry, Lance AU - Chilukuri, Venkata AU - Hiles, Thomas AU - Trueblood, Michael AU - Kinzel, Christopher AU - Frazier, Robert AU - Bham, Ghulam AU - Lee, Jonathan AU - Hodge, Daniel AU - Witkowski, Marissa AU - Ryan, Tom AU - Missouri Department of Transportation AU - Federal Highway Administration TI - The New I-64 Economic and Regional Mobility Study PY - 2011/11//Final Report SP - 63p AB - This Final Report summarizes the 2008 and 2009 Annual Reports of all study activities conducted during the I-64 full-closure construction project in the St. Louis, Missouri region. The activities included project communications, public opinion, regional mobility, roadway safety, and regional economics. The main evaluation question focused on the impacts of the full-closure construction project on the St. Louis region. KW - Construction projects KW - Economic impacts KW - Full road closures KW - Highway safety KW - Interstate 64 KW - Mass communication KW - Mobility KW - Public opinion KW - Regional analysis KW - Road construction KW - Saint Louis (Missouri) UR - http://library.modot.mo.gov/RDT/reports/Ri07047/cmr12010.pdf UR - http://ntl.bts.gov/lib/46000/46900/46975/cmr12010.pdf UR - https://trid.trb.org/view/1223596 ER - TY - RPRT AN - 01447868 AU - Berman, Jeffrey W AU - Transportation Northwest Regional Center X (TransNow) AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Evaluation of Gusset Plate Safety in Steel Truss Bridges PY - 2011/11//Final Report SP - 85p AB - Failure of the I-35 truss bridge in Minneapolis has been attributed to failure of a gusset plate, necessitating evaluation of gusset plate safety on bridges across the county. Federal Highway Administration (FHWA) Publication IF-09-014 provides state Departments of Transportation (DOTs) with important guidance for gusset plate evaluation; but the methods are unnecessarily complex, requiring the use of point-in-time demands which are cumbersome to calculate, and do not investigate the likelihood of plate yielding under service loads, which may compromise plate safety. With support from the Washington State Department of Transportation (WSDOT) and FHWA, the PI’s are developing a simpler and consistent evaluation method using finite element analyses (FEAs). The resulting Triage Evaluation Procedure (TEP) improves the speed, consistency and safety of gusset plate evaluation by predicting the onset gusset plate yielding, which permits evaluation of the likelihood of inelastic response under service conditions using envelope loads, thereby decreasing computation time while maintaining an appropriate level of conservatism. The TEP will save time and money relative to the FHWA method, while predicting safety. This proposal addresses research needed to evaluate gussets identified as potentially unsafe by the TEP, the likelihood of rivet yielding or failure, and the impact of corrosion. First, a practical, but more refined evaluation procedure (REP) will be furthered to evaluate gusset plates that fail the TEP, in lieu of impractical detailed finite element modeling. The REP will be grounded in mechanics and verified by comparison with detailed FEA results for many gusset plate configurations. Second, the strength of older rivets will be investigated by reviewing experimental results from the literature; the rivet strengths specified in the FHWA Guide are conservative, which may result in unnecessary and costly rivet replacement. Third, the correct application of TEP and REP to corroded gusset plates, a common problem with national impact, will be investigated. KW - Evaluation and assessment KW - Failure analysis KW - Finite element method KW - Gusset plates KW - Minneapolis Bridge Collapse, 2007 KW - Safety KW - Steel bridges KW - Test procedures KW - Truss bridges KW - U.S. Federal Highway Administration KW - Washington State Department of Transportation UR - http://ntl.bts.gov/lib/46000/46200/46259/TNW2012-08_Evaluation_of_Gusset_Plate_Safety_in_Steel_Truss_Bridges.pdf UR - https://trid.trb.org/view/1213875 ER - TY - RPRT AN - 01447866 AU - Shen, Shihui AU - Burton, Maria AU - Jobson, Bertram AU - Haselbach, Liv AU - Transportation Northwest Regional Center X (TransNow) AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Pervious Concrete with Titanium Dioxide as a Photocatalyst Compound for a Greener Urban Road Environment PY - 2011/11//Final Report SP - 79p AB - With the rapid development in transportation related activities and the growth of population density in urban and metropolitan area, the United States is now facing significant challenges in controlling air pollution and the associated problems in human health and living environment. The diesel engine vehicle fleet, in particular trucks and buses, have much lower fleet turnover times and therefore integration of newest pollution control technology into the diesel engine fleet is slower that than of passenger cars. A method of removing these pollutants at the street level once they are emitted to the atmosphere is an attractive air quality management device. Similar to plant photosynthesis, photocatalytic compounds such as titanium dioxide (TiO2) particles can be used to trap and absorb organic and inorganic particles in the air, removing (degrading and mineralizing) harmful pollutants such as nitrogen oxides (NOX) and volatile organic compounds (VOC) into CO2, H2O and harmless inorganic compounds in the presence of ultraviolet (UV) light (sunlight) [1, 2]. TiO2 is one of the most investigated semiconductors in the field of chemical conversion and storage of solar energy given its distinguished properties as [3]: (a) low cost; (b) fast reaction at ambient operating conditions (room temperature, atmospheric pressure); (c) a wide spectrum of organic contaminants can be converted to water and CO2, and (d) no chemical reactants must be used and no side reactions are produced. TiO2 works as a catalyst and does not undergo change; so it can theoretically be used indefinitely [4]. Road infrastructure materials have extensive areas in contact with the air and vehicle exhaust emissions, Therefore, treating the surface of a pavement with TiO2 can be a very promising approach to degrading harmful air pollutants, and improving the quality of the air. However, uses of TiO2 in infrastructure engineering, especially pavement engineering, are still limited because of several technical difficulties. First, direct interaction of TiO2 with UV light is very critical for the photocatalytic effect. This explains why mixing of TiO2 into traditional concrete can only have limited NOx reduction effectiveness. The process was observed to improve after the concrete material was abraded (some cement paste was peeled off and more TiO2 was exposed at the surface) [5, 6]. The durability of the photocatalytic effect becomes another challenge if TiO2 is applied to highly trafficked highways through surface material adhesion. The dynamic tire-pavement interaction under shear and abrasion impact can easily take off the loose coated TiO2 particles at the surface, leaving untreated pavements. Therefore, to maximize the effect of air purification in pavement engineering through the TiO2 photocatalytic reaction, the researchers need to find better (more efficient and reliable) application methods and appropriate substrate materials to adhere TiO2 to, while at the same time ensuring durability of the attached TiO2 under traffic loading and environmental weathering. KW - Chemical compounds KW - Concrete pavements KW - Exhaust gases KW - Pervious concrete KW - Photocatalysts KW - Pollution control KW - Roads KW - Surface treating KW - Titanium dioxide KW - Urban areas UR - http://ntl.bts.gov/lib/46000/46200/46252/TNW2011-18_Pervious_concrete_with_titanium_dioxide.pdf UR - https://trid.trb.org/view/1213872 ER - TY - RPRT AN - 01376222 AU - Ross, Catherine L AU - Elliott, Michael AU - Barringer, Jason AU - Smith, Sarah M AU - Woo, Myungje AU - Kent, John AU - Lilly, Margaret AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Estimating the Safety Benefits of Context Sensitive Solutions PY - 2011/11//Final Report SP - 125p AB - Context Sensitive Solutions (CSS), also commonly known by the original name Context Sensitive Design (CSD), is an alternative approach to the conventional transportation-oriented decision-making and design processes. The CSS approach can be used to design and implement transportation projects that not only result in safe and efficient roadways, but ones that consider and preserve the total context of community values, including scenic, aesthetic, historic, and environmental resources. The key objectives of this research are to undertake a comprehensive review of current practice of CSS programs and similar initiatives in the U.S. which incorporate the overall concept of flexible design. The purpose of this comprehensive review is to identify the state of the practice of CSS in the U.S. and provide guidance to Georgia Department of Transportation (GDOT) based on this information. A secondary objective of the research is to show the benefits of the CSS approach. The literature review included in this report provides a basic overview of the historical and practical foundation of CSD, the precursor to CSS. The literature and case studies reviewed show that transportation projects can be delivered in a cost-effective and context-appropriate manner in a constrained fiscal environment. When combined with CSS principles, a practical design/practical solution approach can be a “middle-way” method for Departments of Transportation that are interested in pursuing CSS principles but find themselves in a constrained fiscal or budgetary environment. KW - Benefits KW - Budget constraints KW - Case studies KW - Context sensitive design KW - Context Sensitive Solutions KW - Decision making KW - Design methods KW - Literature reviews KW - Planning methods KW - Traffic safety KW - Transportation planning UR - http://www.dot.ga.gov/BuildSmart/research/Documents/RP0910l.pdf UR - https://trid.trb.org/view/1144007 ER - TY - RPRT AN - 01375868 AU - Matthews, Ronald AU - Seedah, Dan AU - Ates, Murat AU - Kim, Kyung Jin AU - Anderson, Garrett AU - Vaughn, James AU - Dardalis, Dimitrios AU - Lijun, Hao AU - Harrison, Robert AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Estimating Texas Motor Vehicle Operating Costs: Final Report PY - 2011/11//Final Report SP - 273p AB - This report and its appendices summarize the findings of a 2-year extension to the TxDOT-sponsored study 0-5974 entitled “Estimating Texas Motor Vehicle Costs” undertaken by a Center for Transportation Research (CTR) team of mechanical engineers and economists at The University of Texas at Austin. The work was conducted in two phases over a 4-year period beginning in 2007 and this report details the second phase conducted over the period 2009– 2011. It reports results in three areas: 1) total operating costs for the major vehicle classes currently seen on Texas highways, 2) engine models for hybrid light vehicles, and 3) results from examining the impact of transmission types through gearbox and differential sub-models. This second phase is the focus of this report but the reader interested in why this work was undertaken should peruse technical report 0-5974-1. This second, and final, report contains several detailed appendices on mechanical engineering sub-models and a product—a Vcost model and manual—for TxDOT use in highway and freight planning, economics and departmental revenue estimation. (Note: Traditionally vehicle operating costs were termed VOCs but the current use of this acronym to represent volatile organic compounds in emission studies encouraged the authors to adopt a different term—Vcost.) KW - Computer models KW - Fuel consumption KW - Hybrid vehicles KW - Light vehicles KW - Operating costs KW - Revenues KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5974_2.pdf UR - https://trid.trb.org/view/1142277 ER - TY - SER AN - 01375247 JO - ACPT TechBrief PB - Federal Highway Administration AU - Tayabji, Shiraz TI - Jointed Full-Depth Repair of Continuously Reinforced Concrete Pavements PY - 2011/11 SP - 8p AB - This TechBrief describes both conventional methods and an alternative method for making full-depth repairs (FDRs) in continuously reinforced concrete (CRC) pavements. The alternative method, which does not utilize continuous longitudinal reinforcement in the repair area, is suitable for repairing a single lane (or two of three adjacent lanes), and results in repair areas that have performed well after several years. The principal focus of the TechBrief is the South Carolina experience with repair of CRC pavements using a jointed FDR technique. KW - Continuously reinforced concrete pavements KW - Full-depth reclamation KW - South Carolina UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif12007/hif12007.pdf UR - https://trid.trb.org/view/1142357 ER - TY - RPRT AN - 01372631 AU - Schmitt, Rolf AU - Sprung, Michael AU - Sedor, Joanne AU - Rick, Christopher AU - MacroSys, LLC AU - Federal Highway Administration TI - Freight Facts and Figures 2011 PY - 2011/11 SP - 77p AB - This report provides an overview of freight transportation, focusing on the volume and value of freight shipments, the extent of the freight network, industry employment and productivity patterns, and related safety, energy use, and environmental effects. Economic and social characteristics of the United States also are provided as background information. Metric data are available for several tables as well. KW - Economic factors KW - Employment KW - Energy consumption KW - Environmental impacts KW - Freight transportation KW - Networks KW - Productivity KW - Safety KW - Shipments KW - Social factors KW - Tables (Data) KW - Trade KW - United States UR - http://www.ops.fhwa.dot.gov/freight/freight_analysis/nat_freight_stats/docs/11factsfigures/pdfs/fff2011_highres.pdf UR - https://trid.trb.org/view/1141116 ER - TY - RPRT AN - 01370196 AU - Fletcher, Fred B AU - ArcelorMittal Global R&D, East Chicago AU - Federal Highway Administration TI - Improved Corrosion-Resistant Steel for Highway Bridge Construction PY - 2011/11//Final Report SP - 94p AB - Alloy steels with 9, 7, and 5 percent chromium (Cr) were designed to reduce the cost of ASTM A1010 steel containing 11 percent Cr. Additions of 2 percent silicon (Si) and/or 2 percent aluminum (Al) were made. The experimental steels could be heat treated to achieve the strength needed for bridges. However, only the ASTM A1010 steel exhibited sufficient impact toughness to be a candidate for bridge construction. The mechanical properties of the experimental steels are not suitable for bridge construction, although they are substantially more corrosion resistant than the conventional weathering steel, ASTM A588. When studied in the laboratory using cyclic corrosion tests, all of the steels exhibited a relatively linear rate of corrosion with increasing cycle number. As the Cr content decreased, the corrosion rate increased. The corrosion rate of the ASTM A1010 steel was one-tenth of the rate of the ASTM A588 steel. Si was detrimental to corrosion resistance, while Al was beneficial. The corrosion behavior was not a function of the steel yield strength. As the cyclic corrosion cycles increased, the proportion of oxyhydroxide corrosion product akaganeite declined and was replaced by maghemite, goethite, and lepidocrocite. However, the 11 percent Cr steels contained significantly less maghemite than the steels with lower Cr content. The 9 percent Cr, 7 percent Cr plus 2 percent Si, and 7 percent Cr plus 2 percent Al steels were exposed for 1 year on the heavily salted Moore Drive Bridge in Rochester, NY. Their corrosion rates were approximately one-half the rate of ASTM A588 weathering steel. The rust composition was similar for all three experimental steels. Life-cycle cost analyses examined the benefits of using a maintenance-free corrosion-resistant steel instead of regularly repainting a conventional steel bridge girder. By the 20th year of service, the probability is over 90 percent that the ASTM A1010 steel girder is less expensive. After 40 years, it becomes certain that the ASTM A1010 steel girder is cheaper than the painted conventional steel. KW - Bridge construction KW - Corrosion resistant steel KW - Cyclic tests KW - Highway bridges KW - Life cycle costing KW - Mechanical properties UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/11062/11062.pdf UR - https://trid.trb.org/view/1137355 ER - TY - RPRT AN - 01367788 AU - Bourland, Mark C AU - Chang, Byungik AU - Jao, Mien AU - Lamar University AU - Texas Department of Transportation AU - Federal Highway Administration TI - Verification of Texas Superheavy Load Criteria for Bridges PY - 2011/11//Technical Report SP - 280p AB - This report evaluates Texas Department of Transportation (TxDOT) criteria for the superheavy loads that trigger bridge analyses to determine whether the criteria adequately protects Texas bridges. Researchers used solid modeling calibrated with a bridge test of a 3-span continuous steel girder unit of SH 159. The bridge testing measured girder end rotations with tilt loggers and load position using a sub-foot accuracy Global Positioning System (GPS). Solid modeling was done with ANSYS 12. The calibrated model was used to conduct a parametric study. Axle distribution factors of 0.28 and 0.45 were experimentally determined for interior and exterior girders respectively. Results of the parametric study showed that the Texas superheavy load criteria are valid for this bridge type. A study of service life extension showed that operational stress level loads applied as little as 5 percent of time to a particular structure will have a significant effect on the lifetime of the structure, and that the number of fatigue load-cycles per truck cannot be assumed to be one. A graphical version of the bridge review trigger (load-length curve with existing allowances and restrictions) might serve TxDOT and heavy-haul carriers better than does the gross vehicle weight triggers. Data collected long term of load frequency and load level from a relevant bridge would help TxDOT determine what effects stress level variations have on the life of Texas bridges. KW - ANSYS (Computer program) KW - Girders KW - Highway bridges KW - Live load distributions KW - Load factor KW - Overweight loads KW - Permits KW - Service life KW - Superheavy load KW - Texas UR - http://tti.tamu.edu/documents/0-6438-1.pdf UR - https://trid.trb.org/view/1136483 ER - TY - RPRT AN - 01367251 AU - Darwin, David AU - Browning, JoAnn AU - O'Reilly, Matthew AU - Locke, Carl E AU - Virmani, Y Paul AU - Center for Research, Incorporated AU - Federal Highway Administration TI - Multiple Corrosion-Protection Systems for Reinforced Concrete Bridge Components PY - 2011/11//Final Report SP - 260p AB - Eleven systems containing epoxy-coated reinforcement (ECR) in combination with another corrosion-protection system are evaluated using the rapid macrocell, southern exposure, cracked beam, linear polarization resistance, and field tests. The systems include bars pretreated with zinc chromate to improve the adhesion between the epoxy and the reinforcing steel, two epoxies with improved adhesion to the reinforcing steel, one inorganic corrosion inhibitor (calcium nitrite), two organic corrosion inhibitors (Rheocrete® 222+ and Hycrete™), an epoxy-coated bar with a primer containing microencapsulated calcium nitrite, three epoxy-coated bars with improved adhesion combined with the corrosion inhibitor calcium nitrite, and multiple-coated (MC) bars with an initial 50-microm (2-mil) coating of 98 percent zinc and 2 percent aluminum followed by a conventional epoxy coating. The systems are compared with conventional uncoated reinforcement and conventional ECR. The coatings on all bars are penetrated to simulate the effects of damage during fabrication and placement in the field. The results presented in this report indicate that the coated bars provide superior corrosion protection to the reinforcing steel and that bars with damaged coatings initiate corrosion at chloride contents within concrete that are several times greater and corrode at rates that are typically two orders of magnitude below those exhibited by conventional reinforcement. Limited additional protection is achieved using bars with the primer coating, MC bars, and concrete containing the corrosion inhibitors calcium nitrite and one of the organic corrosion inhibitors, although the latter resulted in reduced compressive strength and reduced resistance to surface scaling. The differences in costs over a 75-year design life are relatively small for coated bars. Cracks in concrete directly over and parallel to the reinforcement, such as found in bridge decks, result in earlier corrosion initiation and higher corrosion rates than obtained with intact concrete for all systems. Epoxies that provide initially high adhesion to the underlying steel provide no advantage over conventional epoxy coatings. All coated bars that were evaluated exhibited corrosion losses at openings through the coating. A reduction in adhesion between an epoxy coating and the reinforcing steel occurs after a period of exposure to corrosive conditions. This reduction increases with increasing chloride content in the concrete and in the presence of cracks and decreases with the use of corrosion inhibitors, with the use of MC reinforcement, and with electrical isolation of the epoxy-coated bars from each other. Corrosion products form under the coating where adhesion has been reduced. For periods up to five years under exposure conditions representative of those in bridge decks, the reduction in adhesion between an epoxy coating and the reinforcing steel did not affect the rate at which coated bars corrode. KW - Adhesion KW - Bridge decks KW - Chloride content KW - Concrete KW - Corrosion protection KW - Corrosion resistant materials KW - Epoxy coatings KW - Reinforcing bars KW - Zinc coatings UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/11060/11060.pdf UR - https://trid.trb.org/view/1136096 ER - TY - RPRT AN - 01366342 AU - Hallmark, Shauna AU - McDonald, Tom AU - Sperry, Robert AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration AU - Midwest Transportation Consortium TI - Evaluation of Rumble Stripes on Low-Volume Rural Roads in Iowa—Phase II PY - 2011/11//Final Report SP - 38p AB - Single-vehicle run-off-road crashes are the most common crash type on rural two-lane Iowa roads. Rumble strips have proven effective in mitigating these crashes, but the strips are commonly installed in paved shoulders on higher-volume roads that are owned by the State of Iowa. Lower-volume paved rural roads owned by local agencies do not commonly feature paved shoulders but frequently experience run-off-road crashes. This project involved installing rumble stripes, which are a combination of conventional rumble strips with a painted edge line placed on the surface of the milled area, along the edge of the travel lanes, but at a narrow width to avoid possible intrusion into the normal vehicle travel paths. The research described in this report was part of a project funded by the Federal Highway Administration, Iowa Highway Research Board, and Iowa Department of Transportation to evaluate the effectiveness of edge-line rumble strips in Iowa. The project evaluated the effectiveness of rumble stripes in reducing run-off-road crashes and in improving the longevity and wet-weather visibility of edge-line markings. This project consisted of two phases. The first phase was to select pilot study locations, select a set of test sites, install rumble stripes, summarize lessons learned during installation, and provide a preliminary assessment of the rumble stripes’ performance. The purpose of this report was to document results from Phase II. A before and after crash analysis was conducted to assess whether use of the treatment had resulted in fewer crashes. However, due to low sample size, results of the analysis were inconclusive. Lateral position was also evaluated before and after installation of the treatment to determine whether vehicles engaged in better lane keeping. Pavement marking wear was also assessed. KW - Before and after studies KW - Edge lines KW - Iowa KW - Low volume roads KW - Ran off road crashes KW - Rumble strips KW - Rural highways KW - Single vehicle crashes UR - http://www.intrans.iastate.edu/reports/rumble_stripes_ii_w_cvr1.pdf UR - https://trid.trb.org/view/1134956 ER - TY - RPRT AN - 01366337 AU - Federal Highway Administration TI - Transportation Asset Management Case Studies: Comprehensive Transportation Asset Management: The North Carolina Experience, Part Two PY - 2011/11 SP - 21p AB - North Carolina is among the leading states in the nation in the use and implementation of Transportation Asset Management (TAM) philosophies. These philosophies involve proactively maintaining, preserving and improving the performance and condition and thereby extending the productive life of transportation assets in order to effectively service the mobility and access needs of the state. Key lessons from the North Carolina experience show that leadership engagement is critical to the success of TAM. It is important to have the right measures, establish the right targets and incrementally try to achieve the desired strategic outcomes. By improving internal and external communications, providing access to data, tools and technologies, imparting training, empowering employees to make decisions and aligning employee goals to organizational goals, an agency can achieve significant success in sustaining the performance and condition of its transportation assets into the future. KW - Asset management KW - Leadership KW - North Carolina KW - Strategic planning KW - Transportation planning UR - http://www.fhwa.dot.gov/asset/hif12006/hif12006.pdf UR - https://trid.trb.org/view/1134966 ER - TY - RPRT AN - 01366335 AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Climate Impacts Vulnerability Assessment PY - 2011/11 SP - 78p AB - The Washington State Department of Transportation (WSDOT) has written this report in fulfillment of a grant from the Federal Highway Administration (FHWA) to test its conceptual climate risk assessment model developed for transportation infrastructure. WSDOT applied the model using scenario planning in a series of statewide workshops, using local experts, to create a qualitative assessment of climate vulnerability on its assets in each region and mode across Washington. This report conveys WSDOT’s feedback on the conceptual model and the lessons learned while applying the model to its assets. KW - Climate change KW - Forecasting KW - Risk assessment KW - Washington (State) UR - http://www.wsdot.wa.gov/NR/rdonlyres/B290651B-24FD-40EC-BEC3-EE5097ED0618/0/WSDOTClimateImpactsVulnerabilityAssessmentforFHWA_120711.pdf UR - https://trid.trb.org/view/1134250 ER - TY - RPRT AN - 01365314 AU - Pace, David AU - West, Rachel AU - Hagemann, Garrett AU - Minnice, Paul AU - Spiro, Arlen AU - Radin, Sari AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - An Analysis of the Factors Influencing ITS Technology Adoption and Deployment PY - 2011/11//Final Report SP - 353p AB - This study analyzes the factors influencing the adoption of Intelligent Transportation Systems (ITS) technologies in the U.S. amongst state and local transportation agencies. Using data from the ITS Deployment Tracking survey, insight is provided on how economic and demographic factors influence ITS adoption/deployment, the role safety or mobility problems play in the decision to adopt/deploy ITS technologies, and how policy can affect ITS adoption/deployment. In addition, this study examines the historical adoption patterns of ITS technologies as they entered the market place. Results indicate ITS markets are primarily made up of imitators (as opposed to innovators) and at the aggregate level the markets examined are mature. Key factors affecting the adoption and deployment of ITS include agency funding levels and the presence of a regional architecture. Based on these results, policy recommendations are presented on how best the U.S. Department of Transportation (USDOT) might target its efforts to influence the pattern of ITS adoption. These recommendations include support for additional funding for state and local agencies, requirement of regional ITS architectures, knowledge sharing programs and continue to provide evidence, through operational and evaluation tests, of the effectiveness of ITS technologies. KW - Demographics KW - Deployment KW - Economic factors KW - Financing KW - Intelligent transportation systems KW - Policy UR - http://ntl.bts.gov/lib/44000/44100/44189/FHWA-JPO-12-002_Deployment_Tracking_Task_2_2_Final_2_9_2012.pdf UR - https://trid.trb.org/view/1133933 ER - TY - RPRT AN - 01363015 AU - Ellis, David AU - Glover, Brianne AU - Norboge, Nicolas AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of the Transportation Revenue Estimator and Needs Determination System (Trends) Forecasting Model: MPO Sub-Models and Maintenance PY - 2011/11//Technical Report SP - 18p AB - This report summarizes the technical work performed developing and incorporating Metropolitan Planning Organization sub-models into the existing Texas Revenue Estimator and Needs Determination System (TRENDS) model. Additionally, this report explains the maintenance and monthly updates performed on the TRENDS model. The TRENDS model is designed to provide transportation planners, policy makers, and the public with a tool to forecast revenues and expenses for the Texas Department of Transportation for the period 2010 through 2035 based on a user-defined level of transportation investment. The user, through interactive windows, can control a number of variables related to assumptions regarding statewide transportation needs, population growth rates, fuel efficiency, federal reimbursement rates, inflation rates, taxes, fees, and other elements. The output is a set of tables and graphs showing a forecast of revenues, expenditures, and fund balances for each year of the analysis period based on the user-defined assumptions. KW - Expenses KW - Financial analysis KW - Metropolitan planning organizations KW - Revenues KW - Texas Revenue Estimator and Needs Determination System (TRENDS) KW - Transportation planning UR - http://tti.tamu.edu/documents/5-6395-01-1.pdf UR - http://ntl.bts.gov/lib/43000/43500/43561/5-6395-01-1.pdf UR - https://trid.trb.org/view/1131533 ER - TY - RPRT AN - 01362901 AU - Miller, John S AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Pilot Implementation of a Resource Guide to Enhance the Incorporation of Safety Into the Regional Planning Process PY - 2011/11//Final Report SP - 51p AB - To incorporate safety into the regional planning process, a Virginia-specific resource guide was recently developed for use by districts of the Virginia Department of Transportation (VDOT) and planning district commissions (PDCs). In order to determine how to enhance the implementation of the guide throughout Virginia, a pilot implementation of the guide was conducted in one Virginia PDC---the Roanoke Valley-Alleghany Regional Commission---where representatives helped identify tasks the guide should help them accomplish. Deliverables included (1) acquiring crash locations for incorporated cities (for which VDOT has not historically maintained roads); (2) identifying high-crash locations; (3) determining potential crash countermeasures; and (4) using safety-related performance measures that do not rely exclusively on crash data. These four deliverables corresponded to three modules in the resource guide: data needs (Deliverable 1), data analysis (Deliverables 2 and 3), and performance measures (Deliverable 4). The pilot implementation showed that most (87% of county crashes and 93% of city crashes) crashes could be successfully located in a geographic information system environment; that potential crash countermeasures could be identified based on a study of the characteristics of these crashes; and that for instances where crash data are likely to be sparse, non–crash-based performance measures are feasible. However, the pilot implementation showed that four additional types of guidance, not fully specified in the resource guide, may make accomplishing these tasks easier: the steps for querying crashes from VDOT’s Crash Records Database and then importing those crashes into a geographic information system for an entire jurisdiction; approaches for determining what constitutes a crash cluster and whether a given cluster represents a relatively high concentration of crashes; ways to identify crash countermeasures based on examining crash characteristics; geometric characteristics; and, if necessary, the crash diagram and narrative; and ways to use performance measures to support a program of interest to the region. These four types of guidance are provided in Appendix B and in the examples provided in the body of this report. The pilot implementation also showed that it may be productive to focus on using the guide for short-term safety and planning initiatives first rather than focusing only on long-range planning issues. KW - Crash data KW - Geographic information systems KW - Guides to information KW - Highway safety KW - Plan implementation KW - Regional planning KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/12-r8.pdf UR - https://trid.trb.org/view/1128186 ER - TY - RPRT AN - 01362867 AU - Kuhn, Beverly T AU - Jasek, Debbie AU - Carson, Jodi AU - Theiss, LuAnn AU - Songchitruksa, Praprut AU - Perkins, Judy AU - Yang, Yonggao AU - Mwakalong, Judith AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Research on Asset Management for Safety and Operations PY - 2011/11//Technical Report SP - 110p AB - The Texas Department of Transportation (TxDOT) is challenged with managing a wide range of transportation safety and operations assets in order to respond to public and other outside interests. These assets include, but are not limited to pavements, pavement markings, raised pavement markers, structures, roadside signs, traffic signals, roadway illumination, traffic barriers, guard fences, attenuators, maintenance equipment, vehicles, intelligent transportation systems (ITS) equipment, traffic detection equipment, real estate, corporate data, and materials. Asset management is a comprehensive strategic approach to documenting and managing these assets, as well as using information gathered during the process to assist TxDOT in making cost-effective investment decisions. This project provided TxDOT with guidance on developing a well-designed asset management system as a critical component of the agency’s approach to providing for the mobility of its customers, preserving the infrastructure already in place, planning for future improvements of that infrastructure, and being responsive and accountable to the public regarding the investment of their tax dollars. This guidance is in the form of a comprehensive Guidebook and a Screening Tool to help TxDOT quickly identify the best approach for managing assets. Such a system will be an integral part of TxDOT’s ability to meet its goals of reducing congestion, enhancing safety, expanding economic opportunity, improving air quality, and increasing the value of transportation assets. KW - Air quality management KW - Congestion management systems KW - Cost effectiveness KW - Decision making KW - Investments KW - State departments of transportation KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/0-6390-1.pdf UR - https://trid.trb.org/view/1128464 ER - TY - RPRT AN - 01362849 AU - Zhou, Fujie AU - Hu, Sheng AU - Das, Gautam AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - High RAP Mixes Design Methodology with Balanced Performance PY - 2011/11//Technical Report SP - 46p AB - The use of reclaimed asphalt pavement (RAP) and recycled asphalt shingles (RAS) can significantly reduce the increasing cost of hot-mix asphalt paving, conserve energy, and protect the environment. This report presents a comprehensive study focusing on methodologies to improve the performance of high RAP content mixes. Firstly this report addresses one major concern—RAP variability. It was found that in Texas the RAP materials are consistent and have low variability in terms of aggregate gradation and asphalt content, within individual stockpiles. The authors evaluated the impact of RAP on optimum asphalt content (OAC), rutting/moisture resistance, and cracking resistance. OAC generally increases with more RAP (and RAS) usage, but the increase in OAC is small when the RAP content is below 20 percent; increasing RAP content always improves rutting/moisture resistance as measured in the Hamburg wheel tracking test (HWTT). However, in the laboratory cracking resistance always reduces with increasing RAP content, especially when RAP content is 30 percent and above and also when RAP/RAS combinations are used. Additionally, the use of 10–15 percent RAP, without lowering virgin binder PG grade has a small impact on rutting/moisture and cracking resistance, but the influence, especially on cracking resistance, is much more significant when higher levels area used. A balanced RAP mix design approach is proposed in this study. In the proposed balanced mix design approach the final asphalt content is selected after optimizing the mix density, HWTT, and Overlay Test (OT) requirements. RAP handling in the process of mix design is critical, especially the mixing and compaction temperatures for high RAP mixes. It was recommended that the mixing and compaction temperatures used for the virgin binder be used for the RAP mix as well. Finally, the balanced RAP mix design procedure is demonstrated and validated through the construction of field test sections containing different levels of RAP. One of the interesting findings is that cracking requirement in terms of OT cycles should vary, depending at least on climate (cold vs. hot), traffic (heavy vs. light), and existing pavement condition (overlay over cracked pavements vs. new construction). For asphalt overlays over severely cracked pavements, a minimum OT requirement of 300 cycles previously proposed was further validated with performance data from the RAP sections on IH40 near Amarillo, Texas. More work is needed to develop criteria for different climatic zone and different pavement conditions. KW - Asphalt pavements KW - Asphalt shingles KW - Mix design KW - Overlays (Pavements) KW - Pavement performance KW - Reclaimed asphalt pavements KW - Recycled materials KW - Rutting KW - Shingles KW - Texas KW - Waste products UR - http://tti.tamu.edu/documents/0-6092-2.pdf UR - https://trid.trb.org/view/1128316 ER - TY - RPRT AN - 01362619 AU - Dowling, Richard AU - Dowling Associates Incorporated AU - Federal Highway Administration TI - Guide on the Consistent Application of Traffic Analysis Tools and Methods PY - 2011/11//Final Report SP - 90p AB - The Federal Highway Administration, in support of the Traffic Analysis and Simulation Pooled Fund Study, initiated this study to identify and address consistency in the selection and use of traffic analysis tools. This report offers recommendations on the management, planning, and conduct of traffic analysis that will promote greater traffic analysis tool consistency over the typical project development life cycle. It is directed toward professionals operating in State departments of transportation and other agencies responsible for transportation project development and delivery. KW - Highway traffic KW - Traffic models KW - Traffic simulation UR - http://www.fhwa.dot.gov/publications/research/operations/11064/11064.pdf UR - https://trid.trb.org/view/1128288 ER - TY - RPRT AN - 01361729 AU - Larson, Roger M AU - Smith, Kurt D AU - Applied Pavement Technology, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Evaluation of Alternative Dowel Bar Materials and Coatings PY - 2011/11//Final Report SP - 234p AB - This study provided for a continuation of the long-term performance evaluation of 1.5-in (38-mm) diameter FRP dowels and Type 304 stainless steel solid dowels or mortar-filled tubes compared to epoxy-coated dowels. This primarily included an evaluation of load transfer efficiency (LTE) based on FWD testing, but also included a limited evaluation of faulting and ride. In addition, some FWD testing and coring was conducted on older projects (15 to 30+ years old) to evaluate the long-term corrosion protection provided by epoxy coatings. The 1.5-in (38 mm) FRP dowels with polyester resin and E-glass exhibited generally low LTE values, and are not providing performance comparable to that of the 1.5-in (38-mm) epoxy-coated mild steel dowel bars. The evaluation of alternative stainless steel clad dowels and concrete filled stainless steel tubes or pipes (Type 304 or Type 316) was inconclusive due to the small sample and the relatively short (14 years maximum) evaluation period, but it appears that they will perform satisfactorily in excess of 30 years given the minimal deterioration observed. Based on the coring of the older pavement projects, the life of the epoxy coating on mild steel dowels evaluated in Ohio and Wisconsin appears to be in the 25 to 30-year range. Many of the epoxy-coated dowels retrieved from in-service pavements revealed that the epoxy coating was debonded from the mild steel dowel and the surface of the mild steel dowel under the coating was pitted and rusted. In most cases, however, there was no significant loss of cross section. A review of two older projects in Ohio constructed with plastic-coated dowels indicated that those dowels were in excellent condition after 33 years. The overall condition of these projects was also very good, with little if any visible joint deterioration. Because plastic-coated dowels are similar to epoxy-coated dowels in terms of costs, they appear to be a cost-effective alternative to conventional epoxy-coated dowels. KW - Design KW - Dowels (Fasteners) KW - Epoxy coatings KW - Fiber reinforced polymers KW - Pavement joints KW - Performance measurement KW - Plastic coatings KW - Stainless steel UR - http://worldcat.org/oclc/783220612/viewonline UR - https://trid.trb.org/view/1127479 ER - TY - JOUR AN - 01361659 JO - Public Roads PB - Federal Highway Administration AU - Doolen, Toni L AU - Tang, Benjamin AU - Saeedi, Amirali AU - Emami, Samin TI - To ABC or Not? PY - 2011/11 VL - 75 IS - 3 SP - pp 8-15 AB - Accelerated bridge construction (ABC) strategies can help reduce onsite construction time, minimize traffic and environmental impacts, improve work zone safety, and deliver longer lasting and more durable bridges. ABC strategies include technical innovations and management techniques such as prefabricated bridge elements, state-of-the-art equipment, new material technologies, and innovative contracting methods. In the early stages of a construction or rehabilitation project, decision-makers must assess whether elements of ABC are achievable and effective for a specific bridge location. These decisions can be difficult since multiple criteria and diverse (sometimes opposing) perspectives need to be considered. This article describes the development of a new decision tool for assisting project planners in the assessment of the applicability and effectiveness of ABC at specific locations. In 2009, the Oregon Department of Transportation initiated a pooled fund study with the charge of developing a tool that could assist decision makers in identifying whether ABC should be applied to a specific project. A technical advisory committee was convened that identified the analytic hierarchy process (AHP) as the best technique for this project. AHP prioritizes multiple criteria, integrates both quantitative and qualitative criteria, and provides a summary ranking of alternatives, based on the multiple criteria. The pertinent data used for an AHP analysis are generated by performing pairwise comparisons between criteria, subcriteria, and alternatives. These pairwise comparisons are made using both a numerical and qualitative scale. The results are used to obtain importance weights for decision criteria and to identify the extent to which various alternatives meet these decision criteria. The technical advisory committee developed a hierarchy of criteria relevant to decisions about determining the best construction methods to apply to bridge replacement and rehabilitation projects. The final hierarchy consists of two levels. The highest level consists of five criteria, each of which is further specified by two to nine subcriteria. To check the completeness and robustness of the criteria, validations of the process were conducted using actual bridge projects in Texas and Iowa. The cases validated existing decisions about the best construction alternatives to apply to a specific project. In parallel with testing and validating the approach, an AHP software tool was developed. The tool has been tested successfully on projects from seven states. A final version of the software will be available for download at the Federal Highway Administration’s Web site. KW - Alternatives analysis KW - Analytic hierarchy process KW - Bridge construction KW - Case studies KW - Construction management KW - Decision support systems KW - Evaluation and assessment KW - Highway bridges KW - Iowa KW - Multiple criteria decision making KW - Oregon Department of Transportation KW - Pooled funds KW - Rehabilitation (Maintenance) KW - Software KW - Texas UR - http://www.fhwa.dot.gov/publications/publicroads/11novdec/02.cfm UR - https://trid.trb.org/view/1126446 ER - TY - JOUR AN - 01361658 JO - Public Roads PB - Federal Highway Administration AU - Cotton, Benjamin W TI - In Pursuit of Sustainable Highways PY - 2011/11 VL - 75 IS - 3 SP - pp 16-21 AB - For the Federal Highway Administration (FHWA), a sustainable approach to highways means helping decision makers make balanced choices among environmental, economic, and social values that will benefit current and future road users. This article describes three FHWA initiatives that can help transportation agencies realize their goals for sustainable highways. The first initiative is a Web-based self-evaluation tool called the Infrastructure Voluntary Evaluation Sustainability Tool (INVEST). Using INVEST, transportation practitioners will be able to evaluate their roadway projects against existing sustainability best practices, known as criteria in the tool's evaluation system. The tool is structured around a scoring function that enables transportation agencies to accumulate points based on sustainability efforts at a programmatic level or as incorporated into a specific transportation project. INVEST can help agencies learn more about sustainability practices in roadway planning, design, and construction; track and assess progress against these practices; make informed decisions about sustainability tradeoffs; and communicate sustainability benefits and goals to stakeholders. The pilot version of INVEST will be active throughout 2011 for agencies to test the tool's application on their projects and programs. In addition to developing the self-evaluation tool, FHWA has also convened a sustainability working group to coordinate activities, foster increased application of sustainability principles, and provide guidance to FHWA on developing best practices and establishing standardized sustainability measures. The group consists of engineers, scientists, planners, and economists with expertise in planning, design, construction, pavement, stormwater management, natural resources, and livability. The sustainability working group brings together viewpoints from across the U.S. to ensure that FHWA's programs and tools accommodate the full range of highway needs. Another related effort is FHWA's new Sustainable Pavements Program, initiated to advance the knowledge and practice of sustainability in the pavements and materials area. The integrated program covers asphalt, concrete, granular, and recyclable materials used in pavement systems and promotes research into new sustainable materials and processes. The goal is to support FHWA's livability and sustainability goals by raising the awareness and visibility of sustainability considerations in the design, construction, maintenance, and rehabilitation of pavement systems. Program objectives include developing guidelines for designing and constructing sustainable pavement systems; evaluating materials, processes, technologies, and tools to aid in the evaluation, design, and construction of sustainable pavement systems; and conducting technology transfer and deployment activities. KW - Best practices KW - Committees KW - Evaluation and assessment KW - Highways KW - Pavement design KW - Pavements KW - Paving materials KW - Pilot studies KW - Project management KW - Sustainable transportation KW - U.S. Federal Highway Administration KW - Websites (Information retrieval) UR - http://www.fhwa.dot.gov/publications/publicroads/11novdec/03.cfm UR - https://trid.trb.org/view/1126447 ER - TY - RPRT AN - 01361411 AU - Quiroga, Cesar AU - Weissmann, Jose AU - Koncz, Nicholas AU - Le, Jerry AU - Li, Yingfeng AU - Wimsatt, Andrew AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Framework for a Comprehensive Bridge Management and Information System PY - 2011/11//Technical Report SP - 214p AB - The purpose of this research project was to provide a framework for the development of a Bridge Management Information System (BMIS). Researchers developed a synthesis of current BMIS development activities and identified sources of data available to develop a BMIS. Researchers also developed a shortterm BMIS architecture, with a proof-of-concept prototype, which links bridge related data sources at TxDOT that enables the production of queries and reports needed for a variety of analytical purposes. For development of a long-term enterprise-wide BMIS architecture, researchers presented features of a proposed BMIS to TxDOT personnel in the Bridge Division and six districts. Researchers obtained feedback from those presentations to help identify user and data needs for a BMIS. The report contains conclusions and recommendations for BMIS development. The appendices in the report include a synthesis of the findings and the methodology that the researchers used on how to make a fragmented system into a BMIS system that can provide needed data and results for users. KW - Bridge management systems KW - Bridges KW - Data collection KW - Data files KW - Data sharing KW - Database management systems KW - Information storage and retrieval systems KW - Information technology KW - Inventory KW - Maintenance management KW - Management information systems KW - Programming (Planning) KW - Prototypes KW - Rehabilitation (Maintenance) KW - State departments of transportation KW - System architecture KW - Texas KW - User interfaces (Computer science) UR - http://tti.tamu.edu/documents/0-6389-1.pdf UR - https://trid.trb.org/view/1126647 ER - TY - RPRT AN - 01361385 AU - Balke, Kevin AU - Higgins, Laura AU - Chrysler, Sue AU - Pesti, Geza AU - Chaudhary, Nadeem AU - Brydia, Robert AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Signing Strategies for Low-Water and Flood-Prone Highway Crossings PY - 2011/11//Technical Report SP - 216p AB - In Texas, approximately eight flood-related fatalities occur each year—the majority of these (78.6 percent) involve motorists who are trapped in their vehicles or washed away. In many cases, victims, not wanting to take a lengthy detour, ignored barricades and tried to drive across a flooded street or low-water crossing - literally driving themselves into harm’s way. It takes as little as 2 ft of water to float most cars. Several districts in Texas have developed different signing strategies for warning motorists of low-water crossings. As part of this research, the Texas Transportation Institute (TTI) developed guidelines and recommendations for creating signing uniformity for low-water and flood-prone sections of roadways. Signing guidelines were created for the following situations: 1) roadway sections that have several low-water crossings where water flows over the roadway in wet conditions, 2) actual low-water crossings, and 3) temporary road closures due to high water. TTI also developed criteria for when to implement active water-level detection and advance warning systems at low-water crossings and flood-prone roadway sections. KW - Comprehension KW - Decision making KW - Drivers KW - Floods KW - Fords (Hydrology) KW - Guidelines KW - Hazards KW - Low water crossings KW - Manual on Uniform Traffic Control Devices KW - Risk assessment KW - Stream gages KW - Streams KW - Street closure KW - Surveys KW - Texas KW - Traffic control devices KW - Traffic restraint KW - Traffic signs KW - Warning signs KW - Wet weather UR - http://tti.tamu.edu/documents/0-6262-1.pdf UR - https://trid.trb.org/view/1126651 ER - TY - RPRT AN - 01361363 AU - Nelson, Alicia A AU - Tydlacka, Jonathan M AU - Stevens, Roma G AU - Chrysler, Susan T AU - Voigt, Anthony P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Lane Assignment Traffic Control Devices on Frontage Roads and Conventional Roads at Interchanges: Technical Report PY - 2011/11//Technical Report SP - 400p AB - The intersection and mandatory movement lane control signs placed on intersection approaches are critical to safe and efficient intersection operations. Ramp, frontage road, and cross-street approaches to interchanges often widen at intersections to accommodate additional through or turn lanes. Currently there is inconsistency in conveying to drivers how they should align themselves upstream of a diamond intersection to maneuver for their desired turning movement as the intersection widens. These inconsistencies can result in drivers making incorrect lane selection, which may result in late lane changes or illegal turns. This project conducted state-of-the-practice surveys, focus groups, and driver surveys to develop test signs used for field deployment and evaluation regarding lane assignment on frontage roads and cross streets. The findings include evaluation of an enhanced R3-8 sign to show roadway widening on a frontage road and evaluation of a guide sign to indicate lane choice when approaching a freeway interchange on a cross street. The research provides recommendations on when to apply non-standard signing to more clearly convey lane assignment to drivers on approach to more atypical intersections. KW - Diamond interchanges KW - Focus groups KW - Frontage roads KW - Guide signs KW - Human factors KW - Interchanges and intersections KW - Lane changing KW - Lane occupancy KW - Lane use control signals KW - Ramps (Interchanges) KW - State of the practice KW - Surveys KW - Texas KW - Traffic control devices KW - Traffic signs KW - Turning lanes UR - http://tti.tamu.edu/documents/0-6106-1.pdf UR - https://trid.trb.org/view/1126688 ER - TY - RPRT AN - 01361358 AU - Seymour, Edward J AU - Chaudhary, Nadeem AU - Middleton, Dan AU - Brydia, Robert AU - Miller, Kristine AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - White Paper: State of ITS Industry and Assessment of Project Types PY - 2011/11//Technical Report SP - 48p AB - This white paper describes the state of the intelligent transportation system (ITS) industry and provides a reference for use in soliciting ITS strategic plan inputs from stakeholders in Texas. KW - Advanced traveler information systems KW - Best practices KW - Forecasting KW - Intelligent transportation systems KW - ITS program applications KW - ITS program technologies KW - Plan implementation KW - Solicitations KW - Stakeholders KW - State departments of transportation KW - State of the practice KW - Strategic planning KW - System architecture KW - Texas UR - http://tti.tamu.edu/documents/0-6672-1.pdf UR - https://trid.trb.org/view/1126684 ER - TY - SER AN - 01360943 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Hashash, Youssef AU - Javier, Jamie AU - Petersen, Theresa AU - Osborne, Eleanor AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Horizontal Directional Drilling (HDD) PY - 2011/11 SP - 51p AB - Horizontal Directional Drilling (HDD) is defined as “A steerable system for the installation of pipes, conduits, and cables in a shallow arc using a surfaced launched drilling rig. Traditionally HDD is applied to large scale crossings such as rivers in which a fluid filled pilot hole is drilled without rotating the drill string, and this is then enlarged by a wash over pipe and back reamer to the size required by the product.” (Trenchless Data Service 2000). This technology has been in existence since the 1970’s. It is currently an efficient, safe, cost effective method for highway bores and is the current industry standard for trenchless technology for bores between 2 and 48-inch diameters and 600 ft to 1800 ft in length. However, according to the manual for Accommodation of Utilities on Right-of-way of the Illinois State Highway System - 1992, it is currently prohibited under state highways for bores over 6 inches. Bores of greater size must be done by the jack and bore method. The manual is being re-written and will include a provision for an HDD option, but it will not define the parameters under which approval can be granted. The objective is to study the effects of horizontal directional drilling (HDD) for utilities under pavement and within the right of way of the State of Illinois in order to aide in the writing of the policy and procedures for administering permit requests for HDD. This report covers Phase I of the work described under the scope of work section. KW - Electric utilities KW - Horizontal directional drilling KW - Illinois KW - Permits KW - Right of way (Land) KW - State highways KW - Trenchless technology UR - http://hdl.handle.net/2142/45817 UR - https://trid.trb.org/view/1126760 ER - TY - JOUR AN - 01360720 JO - Public Roads PB - Federal Highway Administration AU - Brumfield, Ryan AU - Pulugurtha, Srinivas S TI - When Distracted Road Users Cross Paths PY - 2011/11 VL - 75 IS - 3 SP - pp 2-7 AB - This article discusses the problem of road user distraction, highlighting a recent study that examined the role of distraction for both drivers and pedestrians at crosswalks on a college campus. The yielding patterns of road users at seven midblock crosswalks were observed and recorded to determine if distracted drivers and pedestrians behave differently than their attentive counterparts. The researchers recorded the source of the distraction and type of vehicle-pedestrian conflict. On average, about 18% of drivers and 29% of pedestrians were noticeably distracted as they traversed the crosswalks. Approximately 9% of all drivers (50% of distracted drivers) were talking on a cell phone, and 3% of drivers (15% of distracted drivers) were texting. About 16% of pedestrians (54% of distracted pedestrians) were talking on a cell phone and 7% (23% of distracted pedestrians) were texting. When compared to drivers not partaking in a nondriving task, distracted drivers were about 15 times less likely to yield to pedestrians and about 4 times more likely to be involved in conflicts with pedestrians. Results show that drivers were about 40% more likely to yield to distracted pedestrians than to those who were attentive. The results from this analysis suggest that if a high percentage of road users—motorists and pedestrians—are distracted, conflict potential will tend to be greater and, therefore, crash risks will be higher. Since safety problems differ by location, highway agencies need to determine the most effective and appropriate solutions on a case-by-case basis. Crosswalk treatments that stand out, such as high-visibility lighting, striping, and signing, may increase the likelihood that distracted drivers will notice pedestrians. Ultimately, however, a safe roadway environment depends on all road users paying attention to where they are going and being aware of other users who might be sharing the road. KW - Attention lapses KW - Cellular telephones KW - Crosswalks KW - Distraction KW - Drivers KW - Pedestrian movement KW - Pedestrian safety KW - Pedestrian vehicle interface KW - Pedestrians KW - Right of way (Traffic) KW - Text messaging KW - Traffic safety KW - Universities and colleges UR - http://www.fhwa.dot.gov/publications/publicroads/11novdec/01.cfm UR - https://trid.trb.org/view/1126445 ER - TY - JOUR AN - 01360696 JO - Public Roads PB - Federal Highway Administration AU - McKeever, Benjamin B AU - Curtis, Deborah AU - Beasley, Kari TI - A Living Outdoor Laboratory PY - 2011/11 VL - 75 IS - 3 SP - pp 28-31 AB - The use of electronics, information processing, and communications technologies to improve the safety and efficiency of the existing surface transportation system is an important priority in transportation operations research. To support this type of research, the Federal Highway Administration's (FHWA) Office of Operations Research and Development has developed a Transportation Operations Laboratory (TOL). Located at the Turner-Fairbank Highway Research Center (TFHRC), the TOL consists of three components: (1) a Concepts and Analysis testbed; (2) a Cooperative Vehicle-Highway testbed (CVHT); and (3) a Data Resources testbed. This article describes the CVHT, which will serve as an outdoor proving ground for the testing and demonstration of advanced technologies and applications, such as vehicle-to-vehicle and vehicle-to-infrastructure wireless communications. TFHRC already has begun using existing onsite capabilities to support the development of cooperative vehicle-highway systems. Most of the ongoing research is assisting the Intelligent Transportation Systems Joint Program Office's connected vehicle program, which has a relatively short-term focus. In the future, the CVHT will test more far-reaching concepts. One of the current projects involves developing a signal phase and timing (SPaT) prototype, which will define a common interface between mobile devices and traffic signal controllers. Researchers at the CVHT will test the first two SPaT prototype controllers to use this new interface in late 2011 and early 2012. Ground-truth testing of positioning systems on safety message broadcasting devices and other aftermarket equipment is another key CVHT research activity. To support ongoing and planned research, the CVHT researchers hope to add additional intersections equipped with roadside equipment and other enabling technology. Other planned expansions include additional test vehicles equipped with the current onboard equipment and enhanced control features. The enhanced features could support advanced mobility applications, such as cooperative adaptive cruise control and speed harmonization. These CVHT enhancements will position FHWA to perform cutting-edge research in support of numerous programs. In addition, the enhancements will enable the CVHT to perform research on broader transportation operations research topics. KW - Global Positioning System KW - Intelligent transportation systems KW - Mobile communication systems KW - Research projects KW - Technological innovations KW - Test beds KW - Traffic signal control systems KW - Turner-Fairbank Highway Research Center KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/11novdec/05.cfm UR - https://trid.trb.org/view/1126464 ER - TY - JOUR AN - 01360674 JO - Public Roads PB - Federal Highway Administration AU - Lomax, Brian TI - What's in the Numbers? PY - 2011/11 VL - 75 IS - 3 SP - pp 32-37 AB - Since 1945, the Federal Highway Administration's (FHWA) annual Highway Statistics publication has provided a comprehensive snapshot of the U.S. population's use of the roadway system. This article summarizes the history of the Highway Statistics publication. The goal of the Highway Statistics publication is to provide the most accurate statistical data available on highway infrastructure, motor fuels, driver licensing, vehicle registration, state and local finance, and commercial and personal travel. This data can reveal much about where the country stands in terms of mobility, fuel use, infrastructure condition, safety, and other critical issues. Policymakers, researchers, and academics have used the data to assess the performance and quality of the Nation's highway system and to identify potential problems and solutions. Some of these data are crucial in apportioning funds to the states for various federal highway programs. FHWA also uses these data to assess highway system performance under its strategic planning and performance reporting process. Throughout its history, Highway Statistics has evolved with the times as FHWA has strived to increase the publication's information value, improve the quality of its presentation, and expand its accessibility to the public. In an effort to cut costs and reduce the environmental impact, the manual itself has been downsized to a booklet featuring 25 to 30 of the most viewed and requested tables. The remaining tables are available at FHWA's Web site. Now available online in multiple formats such as HTML and PDF, the data in Highway Statistics are easier than ever for users to access and analyze. To illustrate the usefulness of the data contained in Highway Statistics, a sampling of data and trends on vehicle miles of travel, personal vehicle types, demographics of noncommercial drivers, and fuel consumption is included in the article. KW - Data collection KW - Demographics KW - Drivers KW - Fuel consumption KW - Highway Statistics (Publication) KW - History KW - Information dissemination KW - Reports KW - Statistics KW - Trend (Statistics) KW - U.S. Federal Highway Administration KW - Vehicle miles of travel KW - Vehicles UR - http://www.fhwa.dot.gov/publications/publicroads/11novdec/06.cfm UR - https://trid.trb.org/view/1126467 ER - TY - JOUR AN - 01360659 JO - Public Roads PB - Federal Highway Administration AU - Gross, Frank AU - Yunk, Karen TI - Finding the Right Tool For the Job PY - 2011/11 VL - 75 IS - 3 SP - pp 22-27 AB - Crash modification factors (CMFs) are multiplicative factors used to estimate the number of crashes after implementing a given countermeasure at a specific site. Combined with crash cost data and project cost information, CMFs can help transportation engineers compare the benefit-to-cost ratio of countermeasures and then choose the most appropriate CMF for a given situation. To help prevent misapplication of CMFs, which can lead to over- or underestimating potential benefits, each agency must apply CMFs consistently. This article provides a primer on how to choose the most applicable CMFs and how to use them to help reduce crashes and save lives. In order to assure appropriate selection of CMFs, agencies must consider the availability of relevant CMFs, the applicability of available CMFs, and the quality of applicable CMFs. Even if a CMF is not a perfect match for the situation to which it is applied, it may work well enough to provide a reasonable estimation of the countermeasure's effect. However, applying a CMF that does not fit the specific situation may not allow a reasonable estimate of the countermeasure's safety effectiveness. Factors that influence the applicability and selection of a CMF include the treatment type, roadway type, area type, segment or intersection geometry, segment or intersection traffic control, traffic volume, and originating State. If multiple applicable CMFs are available for a given treatment, the quality of a CMF is another factor engineers can consider to differentiate the results. Three main factors need to be considered when applying CMFs: (1) how to estimate the number of expected crashes without treatment, (2) how to apply CMFs by type and severity, and (3) how to apply multiple CMFs if multiple treatments are to be included in the same project. The key to using CMFs is to apply them only to situations for which they were developed. Although nearly 3,000 CMFs exist for various safety strategies, several knowledge gaps and opportunities still remain. Additional CMFs are being developed, and the Federal Highway Administration has recently published a guide to help highway safety analysts develop quality CMFs. KW - Countermeasures KW - Crash modification factors KW - Crashes KW - Decision making KW - Evaluation and assessment KW - Guidelines KW - Highway safety KW - Safety engineering KW - Traffic crashes KW - Traffic safety UR - http://www.fhwa.dot.gov/publications/publicroads/11novdec/04.cfm UR - https://trid.trb.org/view/1126461 ER - TY - RPRT AN - 01376089 AU - Major, David C AU - Zimmerman, Rae AU - Falcocchio, John AU - Jacob, Klaus AU - Horton, Radley AU - O’Grady, Megan AU - Bader, Daniel AU - Gilbride, Joseph AU - Tomczyszyn, Taylor AU - Columbia University AU - New York State Department of Transportation AU - University Transportation Research Center AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Mainstreaming Climate Change Adaptation Strategies into New York State Department of Transportation’s Operations: Final Report PY - 2011/10/31 SP - 118p AB - This study identifies climate change adaptation strategies and recommends ways of mainstreaming them into planned actions, including legislation, policies, programs and projects in all areas and at all levels within the New York State Department of Transportation (NYSDOT). In accomplishing its goal, the study team relied on: a literature review; discussions with key NYSDOT personnel based on a Climate Risk Information Summary worksheet; information from other ongoing and completed projects in climate change adaptation, especially those in the New York region; and advice and guidance from the NYSDOT‘s Technical Working Group and Columbia‘s Advisory Working Group for the project. The results of the project are presented (following the Introduction) in terms of: the current understanding of climate change science and climate futures for New York State (NYS); climate change impacts and vulnerabilities to transportation in NYS; adaptation strategies and best practices; potential adaptation strategies for mainstreaming climate change into the NYSDOT‘s operations and investment, including the detailed results of climate risk management discussions with personnel from 2 Divisions, 12 Offices, and 1 Region; and a communications and technology transfer plan. KW - Adaptation planning (Climate change) KW - Climate change KW - Decision making KW - Environmental policy KW - New York (State) KW - Planning methods KW - Risk management KW - State departments of transportation KW - Transportation policy UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-08-09_synthesisfinalReport1.pdf UR - http://ntl.bts.gov/lib/44000/44700/44737/C-08-09_synthesisfinalReport1.pdf UR - https://trid.trb.org/view/1142360 ER - TY - RPRT AN - 01368691 AU - Hoffman, Bradley R AU - Sargand, Shad M AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Verification of Rut Depth Collected with the INO Laser Rut Measurement System (LRMS) PY - 2011/10/28/Student Study SP - 84p AB - Pavement rutting can be an indicator that a section of roadway is in need of repair or replacement. It can also become a hazard to drivers, causing loss of control or hydroplaning when water accumulates. To better monitor pavement conditions throughout the state, the Ohio Department of Transportation (ODOT) purchased two road profilers with an INO Laser Rut Measurement System (LRMS). The vehicle mounted systems provide ODOT pavement condition raters with a faster and safer method for evaluating pavement conditions. This study was intended to evaluate the accuracy, precision, and repeatability of the LRMS and determine the correlation between manually collected data and data collected using the LRMS. The system’s performance was evaluated by collecting rut measurements over two sections of pavement using the LRMS, the straight edge method, and a mechanical profiling system developed by the Ohio Research Institute for Transportation and the Environment (ORITE) and comparing results. The study showed that the LRMS produces accurate and repeatable results that are similar to those produced with a straight edge or profilometer. Minor adjustments to the Pavement Condition Rating (PCR) system are needed, however, to ensure that scores properly represent the condition of the pavement. A range of 5-25% is recommended for the “occasional” extent classification when the LRMS is used. KW - Accuracy KW - Condition surveys KW - Laser road profilers KW - Lasers KW - Measurement KW - Pavement condition rating KW - Repeatability KW - Rut depth KW - Ruts (Pavements) KW - Rutting UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2011/Pavements/134515_FR.pdf UR - https://trid.trb.org/view/1137305 ER - TY - ABST AN - 01567115 TI - Evaluations and Applications of Mechanistic Performance Prediction Modeling Tools AB - Methodologies and processes for use by transportation integrator organizations will be developed for designating key corridors and general use routes that serve trade, work commuting and tourism statewide. Emphasis is placed on coordinating responsibilities between partners customers and stakeholders. The expectations of system performance in each corridor and on general use routes will be differentiated by customer need, intensity of usage, time of travel and other performance criteria. The study takes advantage of recent research developments in pavement performance and whole-life cost modeling so as to afford the use of these modeling tools in addressing high profile problem areas. The study will insure that a given model is thoroughly validated prior to implementation. For instance, included with these objectives is the evaluation of the National Cooperative Highway Research Program (NCHRP) 1-37A pavement response models. KW - Highway design KW - Mechanistic design KW - Pavement performance KW - System performance KW - Time periods KW - Travel time UR - http://www.pooledfund.org/Details/Study/334 UR - https://trid.trb.org/view/1358899 ER - TY - ABST AN - 01549569 TI - Research Program Design---Administration of Highway and Transportation Agencies. Assessing the Economic Benefit of Transportation Infrastructure Investment in a Mature Surface Transportation System AB - Continuing discussions regarding Federal surface transportation legislation face tough funding decisions in generally difficult fiscal climate. With personal access and mobility for many people now ubiquitous, Middle America seems to take for granted that highway and transit services will be similarly available in the future. Past consensus as to the important role that government at all levels should play in putting and keeping in place well-performing systems is weakening in the face of concerns about long term debt and immediate deficits. The prospect for maintaining a predictable stream of Federal funding at levels many consider necessary to ensure the quality of our surface transportation system is unclear. Owners and operators of the surface transportation system ultimately need to consider, implement and manage a portfolio of strategies to deliver system performance that serves their constituents' economy and population. Information for those who represent the users and beneficiaries of the system from an economic perspective will be critical to the debate. Up-to-date analyses are needed to strengthen public understanding of the contribution of the nation's surface transportation to national and regional economic well-being. Research is needed to demonstrate the relationship of modern transportation and economic vitality. At the core of such research is the critical distinction between strategic investment in transportation infrastructure (including features that improve operational efficiency) and short term expenditures. The former represent the creation of capital goods that in turn yield future returns through economic growth. The latter bring value but represent immediate consumption and have more limited direct long-term benefit. Typical assessments of the investment contributions of transportation have been undertaken in the context of the original creation of a highway or transit system, for example. The continuing investment necessary to protect enduring yields (i.e., to meet classic engineering "needs") have been studied in terms of "outputs" but not articulated in terms of the impacts on the economy of various levels of transportation services or "outcomes." The research should help decision makers and other stakeholders understand the national economic benefits of investments (or conversely, the opportunity costs of failing to make investments), particularly when these investments may preserve asset value, selectively enhance capacity, or introduce new technology to improve safety and relieve congestion, rather than create major new facilities. The objectives of this project were to (a) conduct an exploratory review of current understanding of the links between transportation and the health of the economy, taking into consideration recent international and domestic trends, (b) assess gaps in current understanding, and (c) outline a proposed design for a multi-phase program of economic research to clarify the importance of continuing transportation system investment in the United States economy. The ultimate goal of this larger program will be to inform decision makers at national, regional, state, and metropolitan levels as to the synergies and tradeoffs with regard to economic growth embodied in funding and financing surface transportation systems. KW - Decision making KW - Economic benefits KW - Economic growth KW - Financing KW - Ground transportation KW - Infrastructure KW - Investments KW - Strategic planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3149 UR - https://trid.trb.org/view/1339723 ER - TY - RPRT AN - 01373958 AU - Liu, Min AU - Hummer, Joseph E AU - Rasdorf, William J AU - Hollar, Donna A AU - Parikh, Shalin C AU - Lee, Jiyong AU - Gopinath, Sathyanarayana AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Preliminary Engineering Cost Trends for Highway Projects PY - 2011/10/21/Final Report SP - 133p AB - Preliminary engineering (PE) for a highway project encompasses two efforts: planning to minimize the physical, social, and human environmental impacts of projects and engineering design to deliver the best alternative. PE efforts begin years in advance of the project's construction letting, often five years or more. An efficient and accurate method to estimate PE costs would benefit transportation departments. Typically, departments estimate PE costs as a percentage of construction costs disregarding other project-specific parameters. By analyzing 461 North Carolina Department of Transportation bridge projects and 188 roadway projects let between 2001 through 2009, the research team developed statistical models linking variation in PE costs and PE duration with distinctive project parameters. The development of a user interface application aids agency users in executing the models to predict a project's PE cost ratio. Modeling strategies included multiple linear regression, hierarchical linear models, Dirichlet process linear models, and multilevel Dirichlet process linear models (MDPLM). The 461 bridge projects exhibited a mean PE cost ratio of 27.8% (ratio of PE cost over estimated construction cost) and a mean PE duration of 66.1 months. Mean PE cost ratio for the 188 roadway projects was 11.7% with a mean PE duration of 55.1 months. Project parameters utilized in the predictive models included project scope classification such as widening or new location, dimensional variables (project length, structure length, detour length, and number of spans); geographical region; and estimated costs for construction and right of way. The MDPLM minimized the mean absolute prediction error for bridges' PE cost ratio, but interpretation of variable effects and sensitivity is difficult because of the multilevel structure. Regression modeling results are also reported since sensitivity interpretation from them is more direct. KW - Bridge construction KW - Cost estimating KW - Costs KW - Highway projects KW - Mathematical models KW - North Carolina KW - Preconstruction engineering KW - Road construction UR - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2010-10finalreport.pdf UR - http://ntl.bts.gov/lib/44000/44600/44682/2010-10finalreport.pdf UR - https://trid.trb.org/view/1141603 ER - TY - ABST AN - 01560746 TI - Instrumentation to Aid in Steel Bridge Fabrication AB - There are many documented and undocumented cases of steel bridge erection problems. This is especially true for complex structures, such as curved girders and box structures. As an example, in 2001 the Virginia Department of Transportation was faced with a problem at the Magruder Boulevard over I-64 Bridge in Hampton, Virginia. Here an incorrectly fabricated girder was not identified until most of the structure was erected and some components did not fit together. This single incident resulted in millions of dollars in legal expenses, re-fabrication expenses, and delays in construction of the bridge. Because of these types of problems, most states require a steel bridge fabricator to shop assemble some or all parts of a steel bridge. This practice is intended to assure that the structure, primarily the splice plates and cross frames, will fit together at the job site as designed. This shop assembly procedure is labor and time-in¬tensive and adds significant cost to a steel bridge. In addition, quality control data is typically taken by hand with string lines and rulers and recorded manually on paper reports. This process can sometimes contain errors (i.e. wrong number written down or errors in measurements) and does not provide a complete permanent record of a fabricated component. This research will deliver a laser based bridge measurement system that will greatly improve the quality and reduce the cost of complex bridge fabrication. This system will reduce or eliminate the need for shop fit-up and assembly by providing a virtual assembly capability using specialized solid modeling and analysis software specifically targeted at large-scale complex structures. This laser system will be specifically designed for steel bridge fabrication and will accurately and precisely measure all aspects of a bridge component, including splice hole locations, camber, sweep, and end-kick in a nearly full-automated manner. The completed system can be used as a quality control tool to document as-built conditions of girders and as a virtual fit-up tool to eliminate shop assembly. There is no existing laser-based measurement system that can measure very large and very complex girders with the accuracy, as rapidly, and with as little operator intervention as that being proposed. The use of this laser system on just one complex bridge job could result in benefits that exceed the cost of this entire research project. The stakeholder group that can potentially benefit the most from the use of the proposed laser system are the State departments of transportation (DOTs), who could save millions of dollars on the cost of steel bridges and receive greater quality assurance on the end product. Elimination of shop assembly of complex structures could save millions of dollars. The proposed system can identify fabrication errors at the fabrication shop allowing repairs to be made prior to painting and shipment to a job site. Documentation from the proposed system is a permanent record that is certifiable and traceable. This documentation can be used to help reduce construction claims and could serve as evidence in legal disputes in cases where there are problems during bridge erection. Avoiding the legal expenses from one such dispute of this type could more than pay for the cost of this research. KW - Bridge construction KW - Cost effectiveness KW - Fabrication KW - Girders KW - Measurement KW - Quality control KW - Steel bridges UR - http://www.pooledfund.org/Details/Study/454 UR - https://trid.trb.org/view/1351309 ER - TY - RPRT AN - 01359622 AU - Roten, Rory L AU - Richardson, Robert J AU - Hoyle, Steve T AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Establishing Native Vegetation and Improved Invasive Species Control on North Carolina Roadsides PY - 2011/10/20/Final Report AB - Field, greenhouse, and laboratory studies were conducted to evaluate the feasibility for the use of native warm season grasses (NWSGs) on North Carolina roadsides. Location, equipment, and multiple grass species were assessed to determine the ideal method and timing as well as specific herbicide regimes. Few differences were present between planting equipment used, but planting date was extremely important. Stand establishment was very sensitive to environmental conditions and establishment often took two or more years. Thus, individual construction projects should be critically evaluated for NWSG planting depending upon whether ideal establishment conditions will be present. Studies were also initiated to assess the best means of control for alligatorweed and Japanese knotweed, two invasive and problematic species among North Carolina roadsides and right-of-ways. At 7 MAT, Japanese knotweed control with glyphosate, imazapyr, glyphosate plus imazamox, and glyphosate plus imazapyr was at least 93%. Glyposate plus penoxsulam controlled the plant 75%. Treatments that did not include imazapyr or glyphosate did not exceed 20% control. Imazapyr provided excellent control of alligatorweed in almost every trial conducted. No other active ingredient evaluated was as consistent as imazapyr. KW - Calendar dates KW - Grasses KW - Herbicides KW - Invasive plants KW - Landscape maintenance KW - Native plants KW - North Carolina KW - Planting KW - Roadside flora KW - Timing KW - Vegetation control UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2008-06finalreport.pdf UR - https://trid.trb.org/view/1125532 ER - TY - RPRT AN - 01454103 AU - Caicedo, Juan M AU - Wieger, Glen AU - Ziehl, Paul AU - Rizos, Dimitris AU - University of South Carolina, Columbia AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - Simplifying Bridge Expansion Joint Design and Maintenance PY - 2011/10/19/Project Report SP - 58p AB - This report presents a study focused on identifying the most durable expansion joints for the South Carolina Department of Transportation (SCDOT). This is performed by proposing a degradation model for the expansion joints and updating it based on bridge inspections. Open expansion joints and pourable joint seal were found to be the best performing joints based on the proposed degradation models. Assembly joints and compression joint seal have an intermediate performance and strip seal expansion joints have the lowest performance of the type of expansion joints studied. Assembly joints are found to be problematic because of the different moving parts composing the joint. A significant number of bridge joint failures are caused because of incorrect installation, in particular, joints with complex anchor systems between the bridge deck and expansion joint. The SCDOT standards were found to be up to date and comparable to other Department of Transportation standards in terms of the design and installation aspects of bridge joints. A recommendation is made to request a warranty for the installation when appropriate. Other general best practices during the installation of the expansion joint include: 1) when possible, install joints when the ambient temperature is the average of the range of temperatures in the area. This allows the joint to be installed close to the “undeformed” position of the bridge; 2) the support of the joint should be installed in good quality, cured concrete; and 3) avoid splices of any pre-manufactured material. If splices cannot be avoided, place the splice outside the wheel path. KW - Best practices KW - Bridge design KW - Bridge inspection KW - Degradation (Materials) KW - Expansion joints KW - Highway bridges KW - Installation KW - Maintenance KW - Performance UR - http://www.clemson.edu/t3s/scdot/pdf/projects/677-Report.pdf UR - http://ntl.bts.gov/lib/46000/46200/46245/SPR_677.pdf UR - https://trid.trb.org/view/1221123 ER - TY - ABST AN - 01548243 TI - Research for AASHTO Standing Committee on Highways. Task 317. Update of AASHTO Publication MEPDG-1 AB - The objective of this research was to identify needed corrections and updates to American Association of State Highway and Transportation Officials (AASHTO) Publication MEPDG-1, "Mechanistic-Empirical Pavement Design Guide, Interim Edition: Manual of Practice" and propose changes necessary to establish a close correlation of the Manual of Practice to AASHTOWare DARWin-ME, the new MEPDG software. KW - Manuals KW - Mechanistic-empirical pavement design KW - Mechanistic-Empirical Pavement Design Guide KW - Software UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3197 UR - https://trid.trb.org/view/1335994 ER - TY - ABST AN - 01557196 TI - Research for the AASHTO Standing Committee on Planning AB - State departments of transportation (DOTs) and metropolitan planning organizations (MPOs) have increased responsibilities regarding their stewardship for planning, programming, and integrating transportation systems. The demands for technical and policy tools to support their planning and decision making have increased as well. This has resulted in a need for accelerating the development of new technical tools, methods, and procedures designed to accurately assess the implications and impacts of a variety of transportation options. Often these improvements are required in a relatively short time frame in response to the expanding scope and coverage of state and metropolitan transportation plans and programs, changes in regulatory requirements, or changes required as a result of legal challenges. It is expected that these requirements will continue after reauthorization of any new surface transportation legislation, and new requirements related to performance-based planning, climate change, sustainability, and livability are anticipated. The American Association of State Highway and Transportation Official's (AASHTO's) member departments and its Standing Committee on Planning (SCOP) will continue to need a quick-response research and development capability to address near-term improvements in statewide and metropolitan transportation planning and project development processes. The AASHTO Standing Committee on Research established National Cooperative Highway Research Program (NCHRP) Project 8-36 in 1999 and has allocated funds on an annual basis to support quick-response research for the SCOP. NCHRP Project 8-36 was funded at $500,000 annually for the first 3 years and at $600,000 annually for subsequent years. Task-order contracts were established with multiple research agencies to carry out most of this research. For each task, the amount allocated and an estimated time frame were determined by the NCHRP 8-36 panel based on funding available for NCHRP Project 8-36. Individual tasks typically are in the range of $100,000 to $125,000 and between 6 and 12 months in duration. A request for qualifications was used to select three contractors to compete for individual studies selected annually over the next 3 years (renewable for 3 additional years) in four primary research subject areas: (1) transportation planning, programming, and project development (including methods, models, data, and analytic tools to support metropolitan and statewide practitioners); (2) economics, finance, performance-based planning, and institutional issues related to transportation; (3) operations and safety; and (4) livability, sustainability, climate change, and environmental factors that affect planning. For the individual tasks selected by the NCHRP Project 8-36 panel and approved by SCOP, the selected task-order contractors will be asked to propose a short research plan, a staffing plan, and a budget to carry out each study. These proposals will be evaluated to determine which team will be awarded the study under its task-order contract. KW - Climate change KW - Decision making KW - Economics KW - Environmental impacts KW - Metropolitan planning organizations KW - Operations KW - Quality of life KW - Safety KW - State departments of transportation KW - Sustainable development KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3020 UR - https://trid.trb.org/view/1346856 ER - TY - ABST AN - 01484631 TI - Development of a Standard Specification for Horizontal Direction Drilling AB - Ohio is grappling with an aging infrastructure and a state budget crisis. In order for Ohio to modernize its underground infrastructure, innovative technologies need to be utilized by the ODOT and utility owners. Horizontal Directional Drilling (HDD) has become one of the fastest-growing alternative construction methods in comparison to the open trench construction method for the installation of underground pipelines and conduits (Najafi 2010). The majority of the rapid growth in the application of HDD occurred during the last 15 years after the Telecommunications Act of 1996. The board of directors of the Ohio Horizontal Directional Drilling Association informed us that there are many HDD specifications employed in Ohio that vary significantly in their content and requirements. Consequently, inferior products have been installed and unnecessary risks have been taken on. Also, level competition plain field among contractors, subcontractors, and suppliers have been compromised. It is necessary to create a fair specification for HDD that ensure that HDD pipes are designed and installed correctly without damaging the Ohio roadways. It is also critical to provide ODOT with a guideline that ensures high quality product installation that mitigate and manages risks associated with HDD. KW - Horizontal directional drilling KW - Ohio KW - Pipelines KW - Specifications KW - Technological innovations KW - Underground utility lines UR - http://worldcat.org/oclc/870867316/viewonline UR - https://trid.trb.org/view/1253348 ER - TY - ABST AN - 01549635 TI - Research for the AASHTO Standing Committee on Planning. Task 109. Non-Rail Infrastructure Upgrade and/or New Construction Due to Passenger Rail Implementation AB - Passenger rail already is, and will continue to be, a driving force behind transportation system improvements and congestion relief. With many states' main transportation corridors at or reaching capacity, the pressure is on to find alternative modes of transportation to relieve demands on the roadway networks. Passenger rail is one of the answers; however, implementing, maintaining and operating a passenger rail system are extremely costly. One aspect not being highly factored into the cost is the needed upgrades or installation of infrastructure in areas surrounding and providing access to the rail lines and stations. Due to the fact that local, state and federal funds are severely constrained and are anticipated to remain that way for the foreseeable future, states now, more than ever, need to be able to create realistic budgets of needed expenditures. With many states studying the possibility of passenger rail service in the future or currently in the process of attempting to implement some form of passenger rail service, it is vital that state and local transportation agencies have access to information that will guide them in identifying all costs associated with the implementation of a passenger rail system, which includes upgrades to or the construction of infrastructure off the tracks and outside the stations. The research produced a guidebook to assist state and local transportation agencies in determining what the "true cost" of implementing passenger rail service will be by looking "beyond the tracks" and identifying upgrades to existing infrastructure and/or identifying new infrastructure that needs to be constructed in order to serve the movement of passengers to and from the rail stations. KW - Budgeting KW - Construction KW - Infrastructure KW - Passenger transportation KW - Railroad terminals KW - Transportation planning KW - Travel demand UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3097 UR - https://trid.trb.org/view/1339864 ER - TY - ABST AN - 01574340 TI - Multimodal Intelligent Traffic Signal System Engineering AB - This project aims to conduct the foundational analysis and design necessary to prepare for the development and field testing/demonstration of a Multimodal Intelligent Traffic Signal System, which is defined as a comprehensive traffic signal system taking advantage of the connected vehicle environment for multiple transportation modes, including general passenger vehicles, transit, emergency vehicles, freight vehicles, and pedestrians. The Multimodal Intelligent Traffic Signal System incorporates, at a minimum, the following arterial traffic signal applications identified by the Dynamic Mobility Application (DMA) program of the U.S. Department of Transportation: Intelligent Traffic Signal System, Transit Signal Priority, Mobile Accessible Pedestrian Signal System, Emergency Vehicle Preemption, and Freight Signal Priority. KW - Department of Transportation KW - Field tests KW - Intelligent transportation systems KW - Intelligent vehicles KW - Mobility KW - Multimodal transportation KW - Traffic signal control systems UR - https://trid.trb.org/view/1367006 ER - TY - ABST AN - 01557615 TI - Evaluation of Spliced Sleeve Connections for Precast RC Bridge Piers AB - Although the splice sleeve connection has been used in buildings, there is currently no data for use of this connection in bridges located in seismic regions. The increased use of Accelerated Bridge Construction for constructing reinforced concrete bridge bents makes the investigation of the splice sleeve connection an important topic. The project aims at performing quasi-static cyclic tests to verify the capacity of the splice sleeve connection in seismic regions for connecting precast concrete elements such as footings to columns and columns to a cap beam. The project involves quasi-static cyclic testing of substructures for typical precast concrete bridge elements using splice sleeve connections that utilize large diameter bars. Primary longitudinal reinforcement for the footing, column and the bent cap will be designed based on capacity protection measures and force-transfer mechanism requirements as presented in the American Association of State Highway and Transportation Officials (AASHTO) Seismic Guide Specification (AASHTO 2009). Shear reinforcement near the joint region and joint shear reinforcement will be designed in accordance with the assumed force transfer mechanism of AASTHO (2009). The tasks for this project are: (1) Tests of three precast reinforced concrete column to footing splice sleeve connections. The 8 ft long column will consist of an 18 in. square cross-section with six #8 mild steel bars. The footing will be 6 ft by 3 ft in plan and 2 ft thick. (2) Tests of three precast reinforced concrete column to bent cap splice sleeve connections. The 5 ft long column will consist of a 18 in. square section with six #8 mild steel bars. The bent cap will be 10 ft long with a 22 in. square cross-section. KW - Bents KW - Bridge piers KW - Earthquake resistant design KW - Precast concrete KW - Reinforced concrete KW - Seismicity KW - Structural connection UR - http://www.pooledfund.org/Details/Study/486 UR - https://trid.trb.org/view/1347118 ER - TY - RPRT AN - 01605560 AU - Federal Highway Administration AU - Federal Highway Administration TI - Central Artery Project Tunnel Inspection Progam PY - 2011/10//Final Report SP - 41p AB - In February 2011, a light fixture fell from the ceiling of the Central Artery at I-93 northbound inside the Tip O’Neill Tunnel. After that event, and considering the history of the Project, the Federal Highway Administration (FHWA) determined that it should conduct a review of the Central Artery tunnel inspection program. The objective of the review was to obtain an independent and objective assessment of the Massachusetts Department of Transportation’s (MassDOT) Central Artery tunnel inspection program to identify good practice and opportunities for improvement. The primary focus was on the tunnel system components that are over roadways and walkways, those that could fall and affect public safety. The review was facilitated by the FHWA Massachusetts Division Office, with technical direction and oversight provided by the FHWA Office of Bridge Technology. A team of representatives from the following organizations conducted the review: FHWA Massachusetts Division Office; FHWA Office of Bridge Technology; FHWA Resource Center Structures Team; FHWA Virginia Division Office; Maryland Transportation Authority; Pennsylvania Department of Transportation; and, the Virginia Department of Transportation. The program review took place from June 27 to July 1, 2011. The review team examined current MassDOT business processes, developed observations, and drafted recommendations related to four major focus areas: A. Inspection procedures B. Inspection response activities C. Inspection quality management D. Staffing, qualifications, and training KW - Central Artery/Tunnel Project KW - Evaluation and assessment KW - Inspection KW - Massachusetts Department of Transportation KW - Quality control KW - Recommendations KW - Safety KW - Training KW - Tunnels UR - http://www.massdot.state.ma.us/portals/8/docs/TunnelSafety/FHWA_CAT_InspectionFinalRpt20111013.pdf UR - https://trid.trb.org/view/1416733 ER - TY - RPRT AN - 01580337 AU - Mallela, Jagannath AU - Hoffman, Gary AU - Littleton, Paul AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - South Carolina Demonstration Project: Black River Bridge Replacements on SC 377 in Williamsburg County PY - 2011/10//Final Report SP - 46p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the South Carolina Department of Transportation (SCDOT) was awarded a $1 million grant to demonstrate the use of proven, innovative technologies for accelerated bridge replacement. This report documents the contracting methods and construction techniques used to replace four consecutive bridges over the Black River in Williamsburg County. This report includes construction details of A+B+C contract bidding with built-in no-excuse incentives and precast bridge beams made with self-consolidating concrete used to replace the existing bridges rapidly, safely, and with less negative impact on the traveling public than using conventional construction methods. Under conventional construction, the impact of this project on travelers was estimated at 28 months, but with the use of innovative contracting and construction methods, the impact was reduced to 14 months. This is a 50 percent reduction in the time required to complete the project. In addition, the contractor finished the bridge portion of the project in about 180 days, 185 days sooner than the maximum allowable time set by SCDOT or 50 percent sooner than projected. Using innovative contracting techniques added an estimated $1.5 million to the initial construction cost of the project, compared with the trailing bid for this project. However, a more comprehensive economic analysis that included a closer look at the construction cost shows that the project potentially saved highway users about $6.9 million (or about 40 percent of the total $17.1 million project costs). Because of the success of this project, SCDOT plans to encourage project managers to apply these contracting methods to future projects. KW - A+B+C contracts KW - Bridge construction KW - Bridge replacement KW - Cost effectiveness KW - Demonstration projects KW - Economic analysis KW - Highways for LIFE KW - Prefabricated bridges KW - Self compacting concrete KW - Technological innovations KW - Williamsburg County (South Carolina) UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/SC_377_Final_Oct_2011.pdf UR - https://trid.trb.org/view/1372997 ER - TY - RPRT AN - 01555752 AU - Federal Highway Administration AU - Federal Highway Administration TI - Central Artery Project Tunnel Inspection Program PY - 2011/10//Final Report SP - 41p AB - The objective of the review was to obtain an independent and objective assessment of Massachusetts Department of Transportation's (MassDOT’s) Central Artery tunnel inspection program in order to identify good practice and opportunities for improvement. The primary focus was on the tunnel system components that are over roadways and walkways, those that if failure occurred could fall and affect public safety. The review encompassed the following Central Artery facilities: the Tip O’Neil Tunnel (I-93), the I-90 Connector Tunnel, and the Ted Williams Tunnel (I-90). The review meetings took place from June 27 to July 1, 2011. The review was facilitated by the Federal Highway Administration (FHWA) Massachusetts Division Office with technical direction and oversight provided by the FHWA Office of Bridge Technology, and conducted by a review team composed of representatives of the following organizations: FHWA Massachusetts Division, FHWA Office of Bridge Technology, FHWA Resource Center Structures Team, FHWA Virginia Division Office, Maryland Transportation Authority, Pennsylvania Department of Transportation, and Virginia Department of Transportation. The review encompassed four major focus areas: (1) Inspection procedures, (2) Inspection response activities, (3) Inspection quality management, and (4) Staffing, qualifications, and training. KW - Assessments KW - Best practices KW - Central Artery/Tunnel Project KW - Inspection KW - Inspectors KW - Massachusetts Department of Transportation KW - Quality control KW - Recommendations KW - Selection and appointment KW - Structural health monitoring KW - Training KW - Tunnels UR - http://www.massdot.state.ma.us/portals/8/docs/TunnelSafety/FHWA_CAT_InspectionFinalRpt20111013.pdf UR - https://trid.trb.org/view/1344290 ER - TY - RPRT AN - 01537874 AU - Rue, Harrison AU - Rooney, Kathleen AU - Ange, Katharine AU - Blanton, Whit AU - Hardy, Dan AU - ICF International AU - Federal Highway Administration TI - Creating Livable Communities: How the Transportation Decision Making Process Can Support More Livable Community Outcomes PY - 2011/10 SP - 40p AB - Addressing livability issues in transportation planning, development and implementation ensures that transportation investments support both mobility and broader community goals. In a time of lingering economic uncertainty and declining revenues for transportation projects, these issues need to be thoughtfully addressed to achieve the maximum return in community benefits from a given transportation investment. A well crafted transportation project can be the catalyst for achieving a range of other community or regional livability goals including economic growth and job creation. Communities across the country are looking for ways to develop transportation networks that serve these broader goals, such as supporting quality economic and community redevelopment, providing greater accessibility for people of varying income and ability, and helping reduce the cost of housing and transportation so people have more economic freedom. Safety is another major driver of livability. There is growing demand to design facilities for all users – Complete Streets – while balancing the different access and mobility needs of motorists, truckers, bicyclists, pedestrians and transit riders. As our society ages and becomes more diverse, how our transportation networks connect and function, how they support Main Street businesses and regional economies, and how they protect environmental and public health will become increasingly relevant to our long term economic prosperity and community quality of life. This booklet provides strategies on how to effectively consider and incorporate livability objectives in transportation investment decisions. KW - Accessibility KW - Complete streets KW - Cost control KW - Decision making KW - Economic development KW - Investments KW - Livable communities KW - Mobility KW - Quality of life KW - Strategic planning KW - Transportation planning KW - Transportation safety UR - http://www.fhwa.dot.gov/livability/creating_livable_communities/livabilitybooklet.pdf UR - https://trid.trb.org/view/1323586 ER - TY - RPRT AN - 01513400 AU - United States Federal Highway Administration TI - North Hillside Road extension, Mansfield : environmental impact statement PY - 2011/10//Volumes held: Draft, F KW - Connecticut KW - Environmental impact statements UR - https://trid.trb.org/view/1297724 ER - TY - RPRT AN - 01510666 AU - United States Federal Highway Administration TI - Northwest I-75/I-575 corridor : environmental impact statement PY - 2011/10//Volumes held: D(2v)(v.2 folio),Dsup(2v)(v.2 folio), F(4v), Fsum, Comments recieved on the alternatives analysis B1, Air quality analysis report B2(2v), Conceptual stage study B3, Contamination screening evaluation report B4(3v), Ecology report B5, History KW - Environmental impact statements KW - Georgia UR - https://trid.trb.org/view/1294990 ER - TY - RPRT AN - 01509748 AU - United States Federal Highway Administration TI - Baton Rouge Loop, Ascension, East Baton Rouge, Iberville, Livingston, and West Baton Rouge parishes, Louisiana : environmental impact statement PY - 2011/10//Volumes held: Draft(2v) (v. 2 folio) KW - Environmental impact statements KW - Louisiana UR - https://trid.trb.org/view/1294072 ER - TY - RPRT AN - 01509742 AU - United States Federal Highway Administration TI - Interstate I-94, and U.S. Highway 45 (Zoo Interchange), 124th Street to 70th Street, Lincoln Avenue to Burleigh Street, Milwaukee County : environmental impact statement PY - 2011/10//Volumes held: Draft, Supplement to the draft, Final KW - Environmental impact statements KW - Wisconsin UR - https://trid.trb.org/view/1294066 ER - TY - RPRT AN - 01506944 AU - United States Federal Highway Administration TI - Provo Westside Connector, Interstate-15/University Avenue/1860 South Interchange to 3110 West Street in Provo, Utah : environmental impact statement PY - 2011/10//Volumes held: Draft, F, Fapp, Fsum KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/1291268 ER - TY - RPRT AN - 01506942 AU - United States Federal Highway Administration TI - Yerba Buena Island ramps improvement project, San Francisco County : environmental impact statement PY - 2011/10//Volumes held: Draft, F(2v), Fapp KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/1291266 ER - TY - RPRT AN - 01478156 AU - Ross, Catherine L AU - Georgia Institute of Technology, Atlanta AU - Federal Highway Administration TI - Megaregions: Literature Review of Organizational Structures and Finance of Multi-jurisdictional Initiatives and the Implications for Megaregion Transportation Planning in the U.S PY - 2011/10 SP - 133p AB - Transportation infrastructure forms network s both within and between cities and regions and as such, is inherently a megaregion issue. Therefore, conceiving a framework for governing megaregion transportation planning in the United States, particularly across political boundaries, requires a thorough understanding of the background of current megaregion planning initiatives. At present, transportation planning is typically conducted by individual states regions, cities or towns or it may be undertaken by the Federal government where multiple states are involved. Megaregions: Literature Review of Organizational Structures and Finance of Multi-jurisdictional Initiatives and the Implications for Megaregion Transportation Planning in the U.S. was prepared for the U.S. Department of Transportation, Federal Highway Administration. The report provides theoretical concepts of governing structures, reviews case studies of innovative international and national approaches to analyze structures under which successful transportation projects were undertaken under non-traditional, inter-regional and trans-boundary geography and discusses opportunities and challenges in megaregion transportation planning. KW - Case studies KW - Federal government KW - Finance KW - Infrastructure KW - Literature reviews KW - Megaregions KW - Multijurisdictional planning KW - Transportation planning KW - United States UR - http://www.fhwa.dot.gov/planning/megaregions/reports/megaregions_report_2011/megaregions2011.pdf UR - https://trid.trb.org/view/1247038 ER - TY - RPRT AN - 01473202 AU - Ghorbanpoor, Al AU - Puerto, Sofia AU - University of Wisconsin, Milwaukee AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Bridge Integrated Analysis and Decision Support: Case Histories Phase II PY - 2011/10//Final Report SP - 147p AB - In 2004, the Wisconsin Highway Research Program (WHRP) initiated project # 0092-04-15, entitled, “Bridge Integrated Analysis and Decision Support – Case Histories (Phase I)” at the University of Wisconsin-Milwaukee (UWM) to document the existing knowledge related to Wisconsin bridge incidents in the form of a database of case histories. That study was completed in 2007 where for the database for each case study included detailed information on the bridge, past repair and maintenance, description of the events, reporting, and initial and subsequent responses by the responsible parties, and any resulting remediation. The database entitled “Bridge Incident Response Database” (BIRD) is web-based and searchable with “keywords” and it is detailed in the final report (SPR # 0092-04-15) that was published in January 2008. In January 2008, the WHRP approved this study, “Bridge Integrated Analysis and Decision Support – Phase II,” to enhance the database from the Phase I study (BIRD) and to develop a decision support system (DSS) that could aid the Wisconsin Department of Transportation (WisDOT) personnel in making appropriate decisions in cases of bridge emergencies. The DSS developed under this study, “Bridge Emergency Expert System” (BEES), utilizes rules and procedures in the form of a decision tree that is built based on information from visual inspection at the time of the incident and existing records to recommend appropriate initial actions at the site of the incident. BEES interacts with the user through a “user interface” and makes recommendations on following safety procedures appropriate with the level of damage present in the structure. It should be noted that the recommended actions from the expert system under this study are not based on performing structural analysis or rating of the bridge at the time of the incident. As such, these recommendations should be considered and implemented by experienced staff or in consultation with experienced bridge engineers. KW - Bridge Emergency Expert System (BEES) KW - Bridges KW - Case studies KW - Crashes KW - Databases KW - Decision support systems KW - Decision trees KW - Emergencies KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-04-15-final-report.pdf UR - https://trid.trb.org/view/1239124 ER - TY - RPRT AN - 01470337 AU - Muraleetharan, K K AU - Miller, Gerald AU - Kirupakaran, Karrthik AU - Bright, Zachary AU - University of Oklahoma, Norman AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Overturning Forces at Bridge Abutments and the Interaction of Horizontal Forces from Adjacent Roadways: Annual Report for FY 2011 PY - 2011/10 SP - 10p AB - Oklahoma Department of Transportation (ODOT) is experiencing a number of problems related to the interactions between bridge abutments and adjacent roadways. These problems include expansion joints closing, roller support bearings tilting, and beams pushing against abutment backwalls. Through field observations, instrumentation of selected bridges, and computer simulations, this project will develop design, construction, and repair guidelines to alleviate adverse effects of interactions between ODOT bridge abutments (non-integral), bridge decks, and adjacent roadways. KW - Bridge abutments KW - Bridge decks KW - Distress KW - Expansion joints KW - Field studies KW - Horizontal forces KW - Instrumentation KW - Oklahoma Department of Transportation KW - Simulation UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/rad_spr2-i2228-fy2011-rpt-ann-muralee.pdf UR - https://trid.trb.org/view/1237836 ER - TY - RPRT AN - 01470331 AU - Ley, Tyler AU - Materer, Nicholas AU - Apblett, Allen AU - Oklahoma State University, Stillwater AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Expected Life of Silane Water Repellant Treatments on Bridge Decks: Annual Report for FY 2011 PY - 2011/10 SP - 22p AB - The Oklahoma Department of Transportation (ODOT) commonly uses a silane chemical sealer on new bridge decks to reduce the penetration of external chemicals and help extend the life of the bridge. Currently, it is unknown how long these sealers are effective, and if these sealers can be reapplied to existing concrete after the silane has stopped performing. In this project the research team will evaluate the effectiveness of silane coatings of bridge decks at different ages through laboratory and non-destructive field techniques to determine their effective life. Methods to reapply the silanes to mature concrete will also be investigated. The tasks for this project are: literature review; establish laboratory procedures to evaluate silane performance; investigate non-destructive field techniques to evaluate silane performance; determine the effectiveness of silanes for in-service bridge decks; investigate methods of reapplication on the silanes to mature concrete; and create a final report. KW - Bridge decks KW - Evaluation KW - Laboratory tests KW - Maintenance KW - Performance measurement KW - Sealing compounds KW - Service life KW - Silane UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/rad_spr2-i2229-fy2011-rpt-ann-ley.pdf UR - https://trid.trb.org/view/1237835 ER - TY - RPRT AN - 01454003 AU - Thompson, Eric AU - Comlavi, Kanou AU - Dimmit, Mallory AU - Mid-America Transportation Center AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Model for Predicting the Impact upon Economic Development Resulting from Highway Improvement Projects PY - 2011/10//Final Report SP - 43p AB - The Nebraska Department of Roads (NDOR) has an interest in integrating state economic development impact as another factor in prioritizing transportation investments. Such efforts require the development of a comprehensive model that can be used to estimate a consistent final measure of economic development impact that can be readily integrated into existing prioritization formulas. This report summarizes the efforts of the University of Nebraska-Lincoln Bureau of Business Research (UNL-BBR) to develop such a model, by measuring the impact of expressway, viaduct, and other major investments projects around the state. Specifically, UNL-BBR developed an economic model to predict the economic impact of transportation investments based on relevant factors such as the magnitude of the investment and the region's population or economic activity. This report summarizes the model and explains how it was developed. The model itself is contained in a separate Excel workbook which can be utilized to make estimates of the economic impact of highway investments. We estimated that the economic impact of the highway investment projects in Nebraska based on 47 major investment projects in the state from the last two decades. The authors found mixed evidence that highway capital investments led to faster growth in manufacturing wages and total wages in the decades that followed. Generally speaking, larger investments taking place in larger counties tended to yield a positive economic impact; that is, growth in the county receiving the investment was faster than growth in control counties. Small investments in smaller counties, however, did not clearly generate an economic impact. These empirical findings were used to generate an economic model to predict the economic impact of highway investments in Nebraska. This model can be utilized by NDOR in the coming years and can be readily updated for continued use in the future. KW - Capital investments KW - Economic development KW - Economic impacts KW - Economic models KW - Highways KW - Improvements KW - Nebraska UR - http://nlc1.nlc.state.ne.us/epubs/R6000/B016.0172-2011.pdf UR - https://trid.trb.org/view/1222354 ER - TY - RPRT AN - 01449679 AU - Alam, Ashraful AU - Haselbach, Liv AU - Cofer, William AU - Transportation Northwest Regional Center X (TransNow) AU - Washington State Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Finite Element Evaluation of Pervious Concrete Pavement for Roadway Shoulders PY - 2011/10//Final Report SP - 79p AB - Stormwater quantity control is an important issue that needs to be addressed in roadway and ancillary transportation facility design. Pervious concrete has provided an effective solution for storm runoff for parking lots, sidewalks, bike trails, and other applications. It should be readily adaptable for use on roadway shoulders. Being a relatively new material for use in pavement for roadways, there is a lack of knowledge of the strength and behavior of pervious concrete slabs. While standard procedures for rigid pavement design with Portland cement concrete have been recommended, there are fundamental differences with pervious concrete pavement. These include a variation in concrete strength and stiffness through the depth of a slab and differences in the subgrade. Also, the main concern for a shoulder is the need to withstand wheel loadings from encroaching truck traffic. Both the strength of the pervious concrete pavement and the interface with the mainline pavement must be evaluated. Typically, tiebars are used at the interface to connect the shoulder and mainline slabs. The capacity and durability of pervious concrete at the tiebars is unknown, and steel reinforcing may not be an option with pervious systems. While full-scale testing of pervious concrete pavement is desirable, a preliminary evaluation can be performed quickly and economically through computer simulation. The Finite Element Method is a proven technique for the evaluation of solids and structures. With this approach, a number of loading scenarios can be applied to various pavement configurations to determine pavement capacity and evaluate the importance of connections with tiebars. The results of these analyses can be used to guide a full-scale testing program and help develop design procedures. KW - Bearing capacity KW - Concrete pavements KW - Durability tests KW - Evaluation and assessment KW - Finite element method KW - Pavement design KW - Pervious concrete KW - Road shoulders KW - Simulation KW - Strength of materials UR - http://ntl.bts.gov/lib/46000/46200/46258/TNW2012-07_Finite_Element_Evaluation_of_Pervious_Concrete_Pavement_for_Roadway_Shoulders.pdf UR - https://trid.trb.org/view/1213874 ER - TY - RPRT AN - 01448978 AU - Goodin, Ginger AU - Ford, Heather AU - Battelle Memorial Institute AU - Texas Transportation Institute AU - Federal Highway Administration TI - Final Proceedings of "Getting Started with Congestion Pricing: A Workshop for Local Partners" PY - 2011/10//Technical Report SP - 19p AB - In 2010, a one-day workshop was developed to provide local agencies with a means to come together and learn more about the process of planning and implementing a congestion pricing facility. Two regional workshops were conducted, one in Hartford, Connecticut and the other in Charlotte, North Carolina. These workshops brought together transportation practitioners and policy makers on a local level, who were interested in learning how to go about planning and implementing pricing projects in their areas. This paper provides a broad review of the congestion pricing introductory workshop for local agencies. The purpose of this review is to provide feedback to the Federal Highway Administration (FHWA) regarding the effectiveness of the workshop in accomplishing the objectives outlined by the sponsor and in gathering information on the needs of the local agencies that are considering a future transportation system with lane pricing. KW - Charlotte (North Carolina) KW - Congestion pricing KW - Hartford (Connecticut) KW - Highway traffic control KW - Local government agencies KW - Road pricing KW - Travel demand management KW - Workshops UR - http://ops.fhwa.dot.gov/publications/fhwahop11035/trdp.htm UR - https://trid.trb.org/view/1216395 ER - TY - SER AN - 01444354 JO - TechBrief PB - Federal Highway Administration TI - Independent Assurance Programs PY - 2011/10 SP - 9p AB - In the early sixties congressional investigation uncovered improper testing and fraud in some of the federally funded highway projects. To address the issue of improper testing a separate sampling and testing program was developed. The program was operated by personnel different than project personnel on different equipment. The samples were split with project personnel and the test results were compared. In addition, testing procedures were also observed. This was done to ensure sampling procedures were performed correctly and equipment stayed in calibration. In later rewrites of the regulation this program became the Independent Assurance (IA) program. This brief provides information regarding IA as it relates to activities for the evaluation of the sampling and testing procedures used in a materials and quality acceptance program. KW - Equipment KW - Evaluation KW - Materials KW - Quality assurance KW - Quality control KW - Sampling KW - Testing UR - http://www.fhwa.dot.gov/pavement/materials/hif12001.pdf UR - https://trid.trb.org/view/1212093 ER - TY - RPRT AN - 01380355 AU - Federal Highway Administration AU - Battelle AU - Research and Innovative Technology Administration TI - Developments in Weather Responsive Traffic Management Strategies. Summary Report: 1st National Workshop and Stakeholder Meeting on Weather Responsive Traffic Management (WRTM), October 6-7, 2011, Portland, Oregon PY - 2011/10//Summary Report SP - 27p AB - The first national workshop and stakeholder meeting on weather responsive traffic management (WRTM) was held on October 6-7, 2011 in Portland, Oregon, following up on the Traffic Management Center Pooled Fund annual meeting held at the same location. Invited participants discussed the state of the practice and future directions in traffic and transportation management during adverse weather. The WRTM workshop was planned and conducted to achieve the following objectives: (1) create and sustain an engaged and diverse stakeholder group to support and champion WRTM; (2) disseminate research results, available tools, and best practices in WRTM; (3) identify gaps, challenges and issues with implementing WRTM strategies; (4) gather research, development and deployment needs and identify ways that the Federal Highway Administration (FHWA) can effectively support State and local needs for implementation; and (5) encourage adoption of WRTM practices, tools and techniques by stakeholders. The participants included private contractors, researchers, and representatives from FHWA, state departments of transportation, city agencies, and a turnpike authority. This report summarizes the discussions, key themes and the twelve action items emerging from the workshop. KW - Highway operations KW - Highway safety KW - Highway traffic control KW - Road weather information systems KW - State of the practice KW - Weather conditions KW - Workshops UR - http://tti.tamu.edu/group/sysreliability/files/2011/11/WRTM_Workshop-Summary-Report_FINAL_v2.pdf UR - https://trid.trb.org/view/1148124 ER - TY - RPRT AN - 01378867 AU - Khwaja, Nabeel AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Implementing a Project and Portfolio Management System for TxDOT Project Development PY - 2011/10 SP - 16p AB - Beginning in the summer of 2009, Texas Department of Transportation (TxDOT) started developing the framework for implementing a sophisticated new system to manage its large and diverse portfolio of projects during their development phase. This was followed by the implementation itself for managing project schedules, project and portfolio resources and costs during their development cycle. This unique and challenging implementation across TxDOT encompassed all functional areas involved in the project development phase. It was successfully completed by overcoming technical, technological, and cultural challenges inherent with any implementation of this scale and magnitude. During the course of this implementation, hundreds of TxDOT employees spread across various district and division offices were trained. The needs and benefits of this system were continuously communicated vertically and horizontally across TxDOT. Technical constraints in the use of a new and sophisticated system were overcome and technological barriers in integrating various information systems were surmounted to provide a seamless and integrated system from which internal and external stakeholders can obtain project and portfolio related information. The system is now populated with several thousand project schedules, with work calendars and resource assignments for a large subset of the portfolio. It is capable of providing decision-support that was not previously possible. Moreover, since all functional areas of project development process are represented in the system, the system can be used to analyze various issues using the same portfolio of projects. This was not possible in the past, due to the lack of a standardized enterprise platform for such needs. During this implementation, the Center for Transportation Research (CTR) at the University of Texas at Austin provided critically needed experience and expertise. Today, the system is helping TxDOT develop and manage its four-year portfolio of active projects by helping define the portfolio of projects that can be developed in the next four fiscal years within the resource and fiscal constraints of its revenue projections. Through this system, TxDOT staff can monitor and track the progress and ensure timely delivery of projects, meeting commitments to the public on thousands of projects. This report summarizes work performed by CTR under the RTI Implementation Project 9-9012-01. KW - Decision support systems KW - Implementation KW - Project management KW - Texas Department of Transportation KW - Training UR - http://www.utexas.edu/research/ctr/pdf_reports/9_9012_01_1.pdf UR - https://trid.trb.org/view/1145132 ER - TY - RPRT AN - 01376385 AU - Mills, Alison AU - Duthie, Jen AU - Machemehl, Randy AU - Ferguson, Erin AU - Waller, Travis AU - Sun, Dazhi AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Texas Roundabout Guidelines: Final Report PY - 2011/10//Technical Report SP - 120p AB - Although roundabouts have now been implemented in many parts of the U.S., very few have been built in Texas. This report contains best practices for choosing appropriate locations and design concepts for Texas roundabouts. This research effort is comprised of the following components: synthesis of available literature and analysis methods, development of capacity analysis methods, validation and enhancement of existing tools, and a spreadsheet tool to aid in roundabout planning and implementation. KW - Best practices KW - Geometric design KW - Guidelines KW - Highway capacity KW - Highway operations KW - Highway safety KW - Literature reviews KW - Location KW - Roundabouts KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6414_1.pdf UR - https://trid.trb.org/view/1144164 ER - TY - RPRT AN - 01376325 AU - Nezamuddin, N AU - Jiang, Nan AU - Zhang, Ti AU - Waller, S Travis AU - Sun, Dazhi AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Traffic Operations and Safety Benefits of Active Traffic Strategies on TxDOT Freeways PY - 2011/10//Technical Report SP - 139p AB - Traffic congestion is an increasing problem in the nation’s urban areas, leading to personal inconvenience, increased pollution, hampered economic productivity, and reduced quality of life. While traffic congestion tends to continuously increase, growth in transportation infrastructure is limited by financial and land availability constraints. This has placed an increasing emphasis on using active traffic management strategies (ATM), such as speed harmonization, peak-period shoulder use, and ramp metering, to efficiently manage congestion using existing freeway capacity. Safety implication of these strategies is of prime concern before they can be implemented on the ground. This project developed a series of interdependent models and a simulation framework to evaluate the traffic operations and safety benefits of ATM strategies. Four ATM scenarios were evaluated in this study: variable speed limits (VSL), peak-period shoulder use, VSL and shoulder use, and ramp metering. Overall these ATM strategies were found to homogenize traffic and create safer driving conditions, but did not increase the throughput of the freeway. The study calls for caution and comprehensive evaluation in the case of shoulder use as sudden one-lane drop at the end of the shoulder-use section may have adverse effect on traffic operations and safety. The intelligent transportation system (ITS) devices required to implement these strategies, enforcement issues, potential impediments in their implementations, and a framework for cost-benefit analysis to determine the economic viability are also discussed. KW - Active traffic management KW - Freeways KW - Highway traffic control KW - Ramp metering KW - Road shoulders KW - Texas KW - Traffic congestion KW - Traffic safety KW - Variable speed limits UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6576_1.pdf UR - https://trid.trb.org/view/1144068 ER - TY - RPRT AN - 01376225 AU - Meyer, Michael D AU - Rosbury, Adam AU - Georgia Institute of Technology, Atlanta AU - Georgia Institute of Technology, Atlanta AU - Georgia Transportation Institute University Transportation Center (GTI-UTC) AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Institutional and Financial Analysis of Weigh Station Performance in Georgia PY - 2011/10//Final Report SP - 23p AB - This report examines the State of Georgia’s commercial vehicle oversize and overweight enforcement program over the past 10 years. An overview of the federal and state regulations for both oversize and overweight vehicles is presented, which includes state responsibilities for reporting data to the federal government. Data from states surrounding Georgia along with that from Georgia were used to assess the changes in commercial vehicle inspections and violations that occurred from 2007 to 2010. In all cases, the number of inspections and violations (reported to the federal government) has declined over this period, with Georgia showing the largest reduction of 54 percent in weight and size violations. Given the consistent reduction in inspections and violations for the states examined, the reduction of 54 percent in Georgia can be partially explained by factors that seem to be affecting each of the states (e.g., changes in truck travel due to economic conditions). However, the 54 percent reduction for Georgia is significantly higher than the average reduction for the surrounding states of 32 percent, suggesting that the reduction in Georgia is also partially explained by changes in resources allocated to the program and perhaps different administrative approaches. The report notes that the revenues obtained from the program would seem to more than cover the costs of inspection and enforcement and that Georgia should examine options to privatize some aspects of the commercial vehicle inspection program. KW - Commercial vehicles KW - Financial analysis KW - Georgia KW - Law enforcement KW - Oversize vehicles KW - Overweight loads KW - Size and weight regulations KW - Trucking KW - Trucks KW - Vehicle size KW - Vehicle weight KW - Weigh stations KW - Weight violations UR - http://www.nctspm.gatech.edu/sites/default/files/u46/Meyer%20and%20Rosbury_Institutional%20and%20Financial%20Analysis%20%20_10-19.pdf UR - http://www.utc.gatech.edu/sites/default/files/projects/reports/meyer_and_rosbury_institutional_and_financial_analysis___10-19.pdf UR - https://trid.trb.org/view/1144008 ER - TY - RPRT AN - 01376096 AU - Koch, Scott AU - Huntington, George AU - Ksaibati, Khaled AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Performance of Reclaimed Asphalt Pavement on Unpaved Roads PY - 2011/10//Final Report SP - 176p AB - The University of Wyoming's Local Technical Assistance Program (LTAP) Center conducted a study examining the performance of reclaimed, recycled asphalt pavement (RAP) on unpaved roads in three Wyoming counties. Fifteen material and dust suppression treatment combinations were examined. Materials included three RAP sources from Wyoming interstate millings and one milled cement-treated base (CTB) from Interstate 80. Dust suppressants included calcium chloride flakes, magnesium chloride brine, and brines made from blends of magnesium chloride with either lignin sulfonate or a proprietary polymer.Three different construction methods were used: RAP was placed with haul trucks and shaped and blended with a motor grader; RAP was placed with haul trucks and blended with a reclaimer and shaped with a motor grader; and RAP was blended with virgin aggregate at the stockpile, then the blend was hauled to the roadway, shaped with a motor grader, and compacted with a single steel drum roller. The most critical element of placing, blending and shaping the RAP blends was the method's ability to provide complete blending, thereby avoiding segregation that led to several distresses including loose aggregate, dust and rutting. Performance was assessed using Colorado State University's dustometer, the unsurfaced road condition index (URCI), and a variety of other materials tests and performance evaluations. The following conclusions can be drawn based on the analysis performed: CTB is not recommended as a surfacing material on unpaved roads. RAP was shown to be an effective surfacing material for unpaved roads when blended with other aggregates. Dust was reduced. Further reductions were, in most cases, achieved by adding a dust suppressant to the RAP and aggregate blends. However, dust suppressants increased the RAP-blend surfaces' vulnerability to rutting and other surface distortions when compared to the RAP blends alone. Economic analysis indicates that RAP should not be used when the alternative use is as an additive to hot plant mix asphalt. However, if the alternative use is as a road base material, it is likely that using the RAP as an additive to an unpaved road's surface is the most economically advantageous use of RAP. KW - Aggregate mixtures KW - Asphalt mixtures KW - Asphalt pavements KW - Dust KW - Reclaimed asphalt pavements KW - Recycled materials KW - Unpaved roads KW - Wyoming (Iowa) UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RAP%20on%20Unpaved%20Roads.pdf UR - http://ntl.bts.gov/lib/44000/44300/44318/RAP_on_Unpaved_Roads.pdf UR - https://trid.trb.org/view/1143115 ER - TY - RPRT AN - 01375840 AU - Prozzi, Jolanda AU - Grebenschikov, Sergey AU - Banerjee, Ambarish AU - Prozzi, Jorge AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Impacts of Energy Developments on the Texas Transportation System Infrastructure PY - 2011/10//Technical Report SP - 234p AB - Texas’s energy sector has a critical impact—historically and currently—on both the state economy and the Texas transportation system. The state’s various transportation modes, including rail, highways, pipelines, and ports, form a system that supports the energy sector in a number of ways. Examples include the (a) movement of various components during the construction and implementation of the energy source (e.g., wind turbines and solar farms), (b) provision of enabling infrastructure (e.g., transmission lines), and (c) movement of the intermediate and final products in some energy supply chains (e.g., low sulfur mid-west coal by Class 1 unit trains to the major coal burning plants in Texas). It is thus critical that TxDOT develop a better understanding of the current and future impacts of the energy sector on Texas’s transportation system, as well as quantify these impacts to ensure both adequate maintenance and its future sustainability. KW - Coal KW - Energy KW - Impacts KW - Solar energy KW - Supply chain management KW - Texas KW - Transmission lines KW - Transportation infrastructure KW - Wind turbines UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6513_1a.pdf UR - https://trid.trb.org/view/1142368 ER - TY - RPRT AN - 01375424 AU - Waller, S Travis AU - Walewski, John AU - Chang, Carlos AU - Fajardo, David AU - Lasdon, Leon AU - Montes, Edith AU - Ruiz-Juri, Natalia AU - Sadatsafavi, Hessam AU - Yager, Christine AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - An Assessment and Framework of Management Science Applications for TxDOT PY - 2011/10//Technical Report SP - 113p AB - For this project researchers implemented a systematic approach to identify the domains within the Texas Department of Transportation (TxDOT) where Operations Research and Management Science (OR/MS) techniques can lead to substantial improvements. A comprehensive study of TxDOT's operations was conducted based on existing documentation, and complemented by a two-part survey of TxDOT personnel. Researchers used their expertise in OR/MS modeling to define themes, or functional mappings, based on survey responses. Such themes, common across a wide range of TxDOT organizational substructures, consist of applications that share a common set of models and/or methods in the OR/MS literature, and they represent research avenues that have the largest potential to benefit TxDOT operations. Seven key areas of research were identified, including utility accommodation and right of way acquisition, work load and productivity analysis for forecasting future staffing needs, workload analysis for performance-based compensation, right of way acquisition management, management of design and planning processes, project prioritization for financial allocation, and enhancement of internal communications. For each of the key areas identified in this work, researchers developed problem statements, which address a range or family of issues, thus maximizing their potential impacts. Another major outcome of this project involves the detailed documentation of the methodology used to arrive at effective problem statements, which provides TxDOT with a framework to continuously improve its decision support system. KW - Management science KW - Operations research KW - Organizational effectiveness KW - Planning and design KW - Productivity KW - Property acquisition KW - Public utilities KW - Right of way (Land) KW - Selection and appointment KW - Strategic planning KW - Texas Department of Transportation KW - Workload UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6637_1.pdf UR - https://trid.trb.org/view/1143340 ER - TY - RPRT AN - 01375423 AU - Fan, Wei AU - Brown, Leonard AU - Patterson, Casey AU - Winkler, Mike AU - Schminkey, Justin AU - Western, Kevin AU - McQuigg, Jason AU - Tilley, Heather AU - Machemehl, Randy AU - Kortum, Katherine AU - Gemar, Mason AU - University of Texas, Tyler AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Equipment Replacement Optimization PY - 2011/10//Technical Report SP - 162p AB - The Texas Department of Transportation (TxDOT) has a fleet value of approximately $500,000,000 with an annual turnover of about $50,000,000. Substantial cost savings with fleet management has been documented in the management science literature. For example, a 1983 Interfaces article discussed how Phillips Petroleum saved $90,000 annually by implementing an improved system for a fleet of 5300 vehicles. Scaling up to the TxDOT fleet, the corresponding savings would be around $350,000 in 2008 dollars. Similar savings were reported in a 2008 presentation by Mercury Associates. TxDOT Research Project 7-4941 (1997), Equipment Replacement Criteria Based on LCCBA, created a SAS decision analysis tool to be used by the department in its equipment replacement process. While the 7-4941 analysis tool met project scope within the data limitations existing at the time of its delivery, an improved vehicle cost data base will now allow a more normative decision support tool for fleet replacement optimization. In this sense, optimization means minimizing the life-cycle sum of maintenance cost and replacement cost (new equipment price minus resale value). The Department needs a system which recommends whether to retain or replace a unit of equipment, given that class of equipment’s age, mileage, resale value, and the cost of replacement equipment. TxDOT categorizes, accounts for, and replaces equipment based on classes of equipment; the new automated fleet optimization system must use these class codes. The objective of this project is to (1) determine the best optimization methodology; (2) evaluate commercial fleet management systems; (3) develop the model if this is cost-effective relative to purchasing a commercial model; and (4) validate the new model as needed using data available on TxDOT’s current fleet. To accomplish this project, the research team will formulate the equipment replacement optimization problem as a Mixed-Integer Linear Programming (MILP) model, and propose both Deterministic Dynamic Programming (DDP) and Stochastic Dynamic Programming (SDP) approaches to solving the Equipment Replacement Optimization (ERO) problem. Certainly, this system will be user-friendly and designed so that it can be easily used by non-technical district personnel (to evaluate individual district units against a class) and by technical division personnel (Fleet Manager) to develop optimal aggregate classcode replacement cycles. KW - Decision support systems KW - Dynamic programming KW - Equipment replacement KW - Fleet management KW - Life cycle costing KW - Mixed integer programming KW - Optimization KW - Texas Department of Transportation UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6412_1.pdf UR - https://trid.trb.org/view/1143342 ER - TY - RPRT AN - 01375345 AU - Smit, Andre de Fortier AU - Prasad, Sivaram AU - Prozzi, Jorge AU - Tahmoressi, Maghsoud AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - CAM Mix Design with Local Aggregates PY - 2011/10//Technical Report SP - 199p AB - This study provides revised mix design recommendations for crack attenuating mixtures (CAM) with local aggregates. The use of lower quality aggregates is cost beneficial but limits the application of these mixes in terms of reduced performance. Aggregate guidelines and aggregate quality criteria are provided to enhance the rutting and cracking performance of these mixes. It is recommended to design CAM using local aggregates with the Superpave gyratory compactor with the capability of measuring the shear stress of the mix during compaction. CAM is susceptible to shear failure if the voids in these mixes become over filled with asphalt to the point that hydrostatic pore pressures negate the shear strength of the mix. CAM with local aggregates are very susceptible to stripping and the Hamburg wheel tracking test is useful test to mobilize pore pressures in these mixtures to address stripping. The overlay tester is used to evaluate cracking performance but was found to be highly variable even for these fine-graded mixes. The semi-circular bending (SCB) test is evaluated as an alternative and SCB cracking parameters are recommended to characterize cracking performance. The overall poor performance of CAM with local aggregates prompted the evaluation of alternative rut-resistant crack attenuating mixes, specifically stone-matrix asphalt (SMA) and coarse matrix high binder (CMHB) stone skeleton mixes using local aggregates, which were less susceptible to rutting and cracking compared to CAM. The mix design recommendations as well as aggregate guidelines and quality criteria provided in the report are based on laboratory investigations and field validation is strongly recommended before implementation. KW - Aggregates KW - Air voids KW - Asphalt mixtures KW - Coarse matrix high binder mixtures KW - Gyratory compactors KW - Local materials KW - Mix design KW - Pavement cracking KW - Quality control KW - Rutting KW - Shear strength KW - Shear stress KW - Stone matrix asphalt KW - Stripping (Pavements) UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6435_1.pdf UR - https://trid.trb.org/view/1143226 ER - TY - RPRT AN - 01374500 AU - Kalina, R D AU - MacLean, S AU - Ahern, M E AU - Breen, J E AU - Wood, S L AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Corrosion Resistance of Improved Post-tensioning Materials after Long-term Exposure Testing PY - 2011/10//Technical Report SP - 185p AB - Ten full-scale post-tensioned beam specimens were subject to 4 years of aggressive cyclic ponded saltwater exposure. Three of those specimens were additionally exposed to saltwater spray once per month on one anchorage face. Non-destructive monitoring was conducted during the exposure period. This consisted of half-cell potential measurements, AC impedance measurements (for specimens with fully encapsulated tendons), and regular visual inspections. Chloride samples were extracted from the specimens at the end of exposure. After 4 years, the specimens were autopsied, and all reinforcing elements from the middle of each specimen were examined for corrosion and damage. Anchorage regions were also autopsied and examined for corrosion. Duct systems included galvanized metal ducts, plastic ducts, and encapsulated duct systems. Strand types included conventional strand, hot dipped galvanized strand, copper clad strand, and stainless steel strand. Complete observations are presented. KW - Accelerated tests KW - Anchorages KW - Beams KW - Chloride exposure KW - Chlorides KW - Corrosion KW - Ducts KW - Encapsulation KW - Galvanized metals KW - Half-cell potentials KW - Laboratory tests KW - Plastics KW - Posttensioning KW - Reinforcing materials KW - Tendons (Materials) UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4562_4.pdf UR - http://ntl.bts.gov/lib/55000/55800/55872/FHWA-TX-0_4562_4_EVALUATION.PDF UR - https://trid.trb.org/view/1142175 ER - TY - RPRT AN - 01374401 AU - Kim, Y Richard AU - Jadoun, Fadi M AU - Hou, Tian AU - Muthadi, Naresh AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Local Calibration of the MEPDG for Flexible Pavement Design PY - 2011/10//Final Report SP - 528p AB - In an effort to move toward pavement designs that employ mechanistic principles, the American Association of State Highway and Transportation Officials (AASHTO) Joint Task Force on Pavements initiated an effort in 1996 to develop an improved pavement design guide. The project called for the development of a design guide that employs existing state-of-the-practice mechanistic-based models and design procedures. The product of this initiative became available in 2004 in the form of software called the Mechanistic-Empirical Pavement Design Guide (MEPDG). The performance prediction models in the MEPDG were calibrated and validated using performance data measured from hundreds of pavement sections across the United States. However, these nationally calibrated performance models in the MEPDG do not necessarily reflect local materials, local construction practices, and local traffic characteristics. Therefore, in order to produce accurate pavement designs for the State of North Carolina, the MEPDG distress prediction models must be recalibrated using local materials, traffic, and environmental data. The North Carolina Department of Transportation (NCDOT) has decided to adopt the MEPDG for future pavement design work and has awarded a series of research projects to North Carolina State University. The primary objective of this study is to calibrate the MEPDG performance prediction models for local materials and conditions using the data and findings generated from this series of research projects. The work presented in this report focuses on four major topics: (1) the development of a GIS-based methodology to enable the extraction of local subgrade soils data from a national soils database; (2) the rutting and fatigue cracking performance characterization of twelve asphalt mixtures commonly used in North Carolina; (3) the characterization of local North Carolina traffic; and (4) calibration of the flexible pavement distress prediction models in the MEPDG to reflect local materials and conditions. KW - Calibration KW - Fatigue cracking KW - Flexible pavements KW - Mechanistic-Empirical Pavement Design Guide KW - North Carolina KW - Pavement design KW - Pavement distress KW - Rutting KW - Soil characterization KW - Traffic characteristics UR - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2007-07FinalReport.pdf UR - https://trid.trb.org/view/1141997 ER - TY - RPRT AN - 01372282 AU - Senadheera, Sanjaya AU - Prozzi, Jorge AU - Smit, Andre AU - Banerjee, Ambarish AU - Tubb, Andrew A AU - Niu, Lei AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Laboratory Evaluation of Constructability Issues with Surface Treatment Binder PY - 2011/10//Technical Report SP - 230p AB - Texas Department of Transportation (TxDOT) depends greatly on sprayed seals for new road construction (surface treatment) and on preventive maintenance (seal coat). It is very important for TxDOT to have emulsified asphalt (EA) as a key binder type at its disposal to reduce costs. However, EA brings its own set of challenges. Compared to other binder types, EAs are more complex in composition, have a much shorter shelf life, and their behavior under different construction scenarios is difficult to predict. TxDOT field personnel can effectively use EAs if tools are available to test binder quality as received at the site and to predict their behavior. It is useful for the designers to rank the most effective binder-aggregate combinations and to predict the rate at which EA will achieve stiffness and bond strength with aggregate to be able to open the road for traffic. This research project was launched by TxDOT to address these issues and find solutions that are of benefit to field personnel. A field evaluation of selected seal coat projects was conducted to help design laboratory experiments for this study. For each field project, extensive construction-related data was collected. The same aggregate-binder combinations used in these field projects were also included in the laboratory test programs at Texas Tech Center for Multidisciplinary Research in Transportation (TechMRT) and Center for Transportation Research, University of Texas (CTR). The CTR team conducted additional weather-rack related tests using a wider range of binders available from the TxDOT Cedar Park lab. Laboratory test data clearly showed that some binder-aggregate combinations become ready for opening to traffic and/or brooming sooner than others. This delay also depends on the climatic conditions. The ASTM D7000 Sweep Test, used in other states to determine the effectiveness of binder-aggregate combinations for seal coats, was also conducted. A statistics-based curing model that incorporates the amount of water lost to evaporation is proposed. The experimental data was used to develop a second statistical model to predict the rate of setting of binder when in contact with different aggregates under different climatic conditions. Two field tests were developed to assess the quality of the emulsion received at the job site. The first is a simple field test that determines mass loss and calculates the dilution ratio in EA. This test showed commendable repeatability of results. The second field test used Shell cups to determine the Saybolt-Furol Viscosity (SFV) of the binder. The repeatability of the test improved drastically when a water bath was introduced to control specimen temperature. Finally, six construction projects were used for field evaluation of the new field tests and to calibrate the statistical models that were developed. For the prediction models to be ready for widespread use, additional tests are needed to increase the model reliability. KW - Bituminous binders KW - Calibration KW - Emulsified asphalt KW - Field tests KW - Laboratory tests KW - Mathematical models KW - Road construction KW - Seal coats UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-5893_1.pdf UR - https://trid.trb.org/view/1140044 ER - TY - RPRT AN - 01370178 AU - Vachal, Kimberly AU - Malchose, Donald AU - Benson, Laurel AU - Upper Great Plains Transportation Institute AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - Using Laws, Enforcement, and Sanctions to Increase Seat Belt Use on Rural Roads PY - 2011/10 SP - 40p AB - Seat belt use on rural roads is especially important due to the relatively high risk for injury compared to urban areas. In the northern plains, where nearly 90% of travel occurs on rural roads, addressing this issue is particularly critical. A cohort group of 32 states was used to study seat belt use on rural roads. Means tests and regression models were designed to identify influential factors in state-level seat belt use rates as well as individual driver seat belt decisions. Results show state-level seat belt use rates are inversely related to the share of annual miles traveled on rural roads. Higher citation rates are positively related to seat belt use in the case of state-level rates. Fatal crash event analysis shows that higher shares of urban population in the state where the crash occurred increases likelihood for seat belt use. Primary enforcement is associated with a 14% greater probability for seat belt use among cohort drivers. Higher fines also have a significant influence. Cohort drivers were 21% less likely to be belted when fines were $20 or less. This effect is more pronounced in primary states than secondary states. Drivers in those states are 36% less likely to be wearing seat belts when fines are at $20 or less. Findings also show that increased driver compliance with seat belt laws in secondary states is influenced by enforcement intensity – drivers were 18% more likely to be belted in states with high enforcement activity. Among drinking drivers and young adults, primary enforcement produces a substantial increase in likelihood a driver was belted. Findings will be useful in promoting more efficient seat belt interventions for rural areas based on alignment with state and local driver characteristics. KW - Compliance KW - Rural highways KW - Sanctions KW - Seat belts KW - State laws KW - Traffic law enforcement KW - Utilization KW - Vehicle miles of travel UR - http://www.ugpti.org/pubs/pdf/DP245.pdf UR - https://trid.trb.org/view/1137363 ER - TY - RPRT AN - 01370161 AU - Kane, Stephanie L AU - Foltz, Barbara E AU - University of Idaho, Moscow AU - Idaho Transportation Department AU - Federal Highway Administration TI - Idaho Transportation Department 2011 Customer Satisfaction Survey PY - 2011/10//Final Report SP - 166p AB - In the spring and summer of 2011, the Idaho Transportation Department (ITD) commissioned a statewide customer satisfaction survey of Idaho residents to assess their perception of ITD’s performance in several key areas of customer service. The areas of service assessed by the survey were highway maintenance, Division of Motor Vehicle (DMV) services, alternative transportation, public involvement in the planning process, communication from ITD, direct customer service, and the value and focus of ITD. This study repeats a similar study conducted in 2009 and is part of an effort to track changes in customer satisfaction over time. As in 2009, in most areas of service ITD was rated relatively highly, with approximately two-thirds or more of respondents awarding ITD a grade of “A” or “B” in the areas of highway maintenance, DMV services, communication, and direct customer services. In the area of public involvement in the planning process, residents expressed higher satisfaction than they had in 2009, although improvements could still be made in this area. This report also provides recommendations for how ITD could continue to improve in the various areas of customer service. KW - Attitudes KW - Customer satisfaction KW - Customer service KW - Idaho KW - State departments of transportation KW - Surveys UR - http://ntl.bts.gov/lib/45000/45100/45136/2011_Customer_Survey_Report_-_Final_110711.pdf UR - https://trid.trb.org/view/1136579 ER - TY - RPRT AN - 01369575 AU - Hu, Jiong AU - Hahn, Dittmar AU - Rudzinski, Walter AU - Wang, Zhuo AU - Estrada, Luzelva AU - Texas State University, San Marcos AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation, Presentation and Repair of Microbial Acid-Produced Attack of Concrete PY - 2011/10//Technical Report SP - 228p AB - The Texas Department of Transportation (TxDOT) has approximately 50,000 bridges in its inventory and the deterioration of concrete under these bridges, most of which are reinforced, has been a critical issue affecting the service condition. Recent research on deteriorated concrete columns on bridges in Texas indicated that microbial colonization might be a factor promoting the surface deterioration of bridge columns continuously exposed to water. Although microbial activities may be involved in the surface deterioration, it is however not clear how severe the deterioration is and whether it is a significant contributor to the deterioration. Field and laboratory investigations are needed to identify the impact of microbial induced deterioration (MID) on TxDOT bridges. To evaluate the severity of the deterioration and determine whether MID is a significant contributor to the deterioration, visual inspection and a number of in situ tests were performed on columns of twelve selected TxDOT bridges. Laboratory tests including microbial, chemical composition, mineralogy and petrographic analyses were performed to investigate the potential cause and extent of the deterioration. Results from this comprehensive study were used to provide evidence of concrete degradation and ascertain the degree of deterioration caused by microbial attack. The study also evaluated the effectiveness and consistency of various measurements used in this study and provided a suggested test procedure to identify microbial attack on concrete and evaluate the integrity of deteriorated concrete due to the attack. In addition, a preliminary evaluation of the microbial attack resistance of commonly used TxDOT mixes was performed through evaluation of resistance of a series of mixes subjected to field and/or sulfuric acid solution exposure. KW - Biodeterioration KW - Bridge substructures KW - Columns KW - Concrete bridges KW - Deterioration KW - Field tests KW - Inspection KW - Laboratory tests KW - Texas UR - http://tti.tamu.edu/documents/0-6137-1.pdf UR - https://trid.trb.org/view/1138288 ER - TY - RPRT AN - 01367546 AU - Proctor, Gordon D AU - Gordon Proctor and Associates, Incorporated AU - Idaho Transportation Department AU - Federal Highway Administration TI - Assessing the Idaho Transportation Department’s Customer Service Performance PY - 2011/10//Final Report SP - 64p AB - This report assesses customer satisfaction with the Idaho Transportation Department. It also compares and contrasts the results of customer satisfaction surveys conducted for the Idaho Transportation Department with the results from other state transportation agencies. In addition, the report suggests means by which customer service performance could be improved. KW - Customer satisfaction KW - Customer service KW - Idaho KW - State departments of transportation KW - Surveys UR - http://ntl.bts.gov/lib/45000/45100/45137/2011_Customer_Service_Performance_Report-_Final_110711.pdf UR - https://trid.trb.org/view/1136371 ER - TY - RPRT AN - 01365485 AU - Yen, Wen-Huei Phillip AU - Chen, Genda AU - Buckle, Ian AU - Allen, Tony AU - Alzamora, Daniel AU - Ger, Jeffrey AU - Arias, Juan G AU - Federal Highway Administration AU - Missouri University of Science and Technology, Rolla AU - University of Nevada, Reno AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Postearthquake Reconnaissance Report on Transportation Infrastructure Impact of the February 27, 2010, Offshore Maule Earthquake in Chile PY - 2011/10//Final Report SP - 218 AB - This report documents the findings and lessons learned from the February 27, 2010, M8.8 offshore Maule earthquake in Chile. Fewer than 0.15 percent of the bridges in Chile’s inventory, most built after 1995, collapsed or suffered damage that rendered them useless. Many spans of precast prestressed discontinuous girder bridges with continuous decks fell off their supports, probably due to significant in-plane rotation of the superstructure as a result of severe shaking. Lateral steel stoppers used to provide both vertical and lateral restraints on girders were largely unsuccessful due to their inadequate connection detail to cap beams and abutments. Reinforced concrete shear keys performed well as fuses limiting the transfer of excessive seismic loads from the superstructure to the foundation of bridges even though they could be optimized for maximum energy dissipation as part of the lateral restraint system at the bottom flange of girders. Vertical seismic bars were widely used to restrain the vertical motion of decks, and they also performed well. Bridge substructures (foundation, column, and cap beam) generally behaved satisfactorily except for two columns that suffered shear failure due to ground settlement and lateral spreading. All mechanically stabilized earth walls exceeded the expected performance. KW - Bridge substructures KW - Bridge superstructures KW - Earth walls KW - Earthquake engineering KW - Earthquake resistant design KW - Maule Earthquake (Chile), February 27, 2010 KW - Mechanically stabilized earth KW - Reinforced concrete UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/11030/11030.pdf UR - https://trid.trb.org/view/1132948 ER - TY - RPRT AN - 01363313 AU - Schneider, James A AU - Hotstream, Jonathan N AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Cone Penetrometer Comparison Testing PY - 2011/10 SP - 298p AB - A total of 61 cone penetration tests were performed at 14 sites in the state of Wisconsin. Data reinforced conclusions from practice in Minnesota and previously performed test programs related to the Marquette Interchange and Mitchell interchange project that use the Cone Penetration Testing (CPT) can be successful in glacial geologies. Within this study CPTs were performed to depths in excess of 75 feet in alluvial deposits, outwash, and lacustrine soils. Difficulties were encountered in claytills and fill placed for highway structures. However, previous experience in Milwaukee by commercial CPT operators had success in clayey tills of eastern Wisconsin.CPT data are discussed in relation to: (1) soil classification; (2) assessment of water flow characteristics of soils; (3) assessment of compressibility of clayey soils; (4) assessment of shear stiffness of clays and sands; (5) assessment of undrained strength of clay soils; (6) assessment of drained strength of sandy soils; and (7) design applications for shallow foundations, axially loaded piles, and embankments. It is recommended to continue to perform CPTs on transportation projects in Wisconsin as a complement to drilling operations. Boreholes should be performed adjacent to a number of CPTs for each project and targeted sampling of critical and representative layers should be performed. Sampling and laboratory testing procedures for Wisconsin Department of Transportation (WisDOT) projects needs to be improved such that consistency is observed between in-situ and laboratory test results. KW - Clay soils KW - Compressible soils KW - Cone penetrometers KW - Soil penetration test KW - Soil water KW - Wisconsin UR - http://minds.wisconsin.edu/handle/1793/55380 UR - http://www.wistrans.org/cfire/documents/FR_0421.pdf UR - http://ntl.bts.gov/lib/44000/44200/44259/Final-Report-10-10.pdf UR - https://trid.trb.org/view/1131860 ER - TY - RPRT AN - 01363075 AU - Arrington, Dusty R AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - MASH Test 3-11 on the 5-Inch Cast in Place Deck Barrier Anchors PY - 2011/10//Test Report SP - 82p AB - A full-scale crash test was performed to evaluate the impact performance of a Texas T223 concrete beam and post bridge rail anchored to a 5-inch cast-in-place deck (CIPD). The testing followed the Manual for Assessing Safety Hardware (MASH) standards for Test Level 3 (TL-3) longitudinal barriers. The test performed was American Association of State Highways and Transportation Officials (AAHSTO) MASH)test 3-11, which involves a 2270P (5000 lb) pickup truck impacting the critical impact point (CIP) of the barrier at a nominal impact speed and angle of 62 mi/h and 25 degrees, respectively. This test evaluated the strength of the barrier and its anchorage to the 5-inch CIPD. The T223 bridge rail anchored to a 5-inch CIPD successfully met all required MASH evaluation criteria. The rail anchorage withstood the design impact without any visible distress. The rail anchorage detail is considered suitable for implementation when concrete bridge rails are attached to 5-inch decks cast on prestressed box and slab beams. The anchorage detail is considered acceptable for use with the T223 bridge rail, other concrete bridge rails, and metal rails mounted on concrete parapets KW - AASHTO Manual for Assessing Safety Hardware KW - Anchors (Structural connectors) KW - Bridge railings KW - Cast in place structures KW - Critical impact point KW - Impact tests UR - http://tti.tamu.edu/documents/9-1002-7.pdf UR - http://ntl.bts.gov/lib/43000/43500/43564/9-1002-7.pdf UR - https://trid.trb.org/view/1131568 ER - TY - RPRT AN - 01361416 AU - Pratt, Michael P AU - Bonneson, James A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Traffic Signal Operations Handbook: Workshop Training. Instructor Guide PY - 2011/10 SP - 338p AB - A "Traffic Signal Operations Handbook" was developed in TxDOT Project 0-5629 to document the best practices for operating traffic signals in Texas. The Handbook contains discussion of concepts related to signal timing, procedures for developing timing plans, and guidelines on when and how to use specific procedures and settings. An Excel®-based spreadsheet program called Texas Signal Coordination Optimizer (TSCO) was also developed to assist with the numerous calculations required to implement the procedures. This Instructor Guide provides a course instructor with the information needed to prepare and present the Traffic Signal Operations Handbook Workshop Training course. Specifically, guidance is provided regarding course handouts and visual aids, equipment requirements, and emphasis of the key messages of the various workshop slides. The front portion of this Guide, titled “Instructor’s Notes”, explains the objectives and intended audience of the workshop, describes the necessary materials for the instructor and the participants, and provides a checklist of tasks to be completed before, during, and after the workshop. The second portion, titled “Workshop Lesson Slides”, provides detailed information on specific slides in the presentation, including key messages to emphasize during the presentation and background information that can help answer questions from participants. The third section provides additional helpful information in the forms of solutions to the interactive exercises, an acronym and abbreviation list, and a list of references and source documents. KW - Best practices KW - Handbooks KW - Highway operations KW - Highway traffic control KW - Signalized intersections KW - Specialized training KW - Texas KW - Traffic signal control systems KW - Traffic signal controllers KW - Traffic signal timing KW - Traffic signals KW - Workshops UR - http://tti.tamu.edu/documents/5-5629-01-P2.zip UR - https://trid.trb.org/view/1126664 ER - TY - RPRT AN - 01361349 AU - Pratt, Michael P AU - Bonneson, James A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Traffic Signal Operations Handbook: Workshop Training (IPR011). Course Notes PY - 2011/10 SP - 122p AB - A "Traffic Signal Operations Handbook" was developed in TxDOT Project 0-5629 to document the best practices for operating traffic signals in Texas. The Handbook contains discussion of concepts related to signal timing, procedures for developing timing plans, and guidelines on when and how to use specific procedures and settings. An Excel®-based spreadsheet program called Texas Signal Coordination Optimizer (TSCO) was also developed to assist with the numerous calculations required to implement the procedures. These Course Notes are for the use of participants in the Traffic Signal Operations Handbook Workshop Training (IPR011) course. The Course Notes booklet contains handout-sized copies of PowerPoint slides developed for the course (with 3 slides per page and space to take notes), worksheets used in the example problems, and workshop evaluation forms. Workshop lesson slides are also available in a PDF file containing screen-size, color reproductions of the PowerPoint presentation. KW - Best practices KW - Handbooks KW - Highway operations KW - Highway traffic control KW - Signalized intersections KW - Specialized training KW - Texas KW - Traffic signal control systems KW - Traffic signal controllers KW - Traffic signal timing KW - Traffic signals KW - Workshops UR - http://tti.tamu.edu/documents/5-5629-01-P1.zip UR - https://trid.trb.org/view/1126674 ER - TY - SER AN - 01361029 JO - TechBrief PB - Federal Highway Administration AU - Hall, Kathleen AU - Tayabji, Shiraz TI - Coefficient of Thermal Expansion in Concrete Pavement Design PY - 2011/10//Revised IS - FHWA-HIF-09-015 SP - 6p AB - This TechBrief describes the coefficient of thermal expansion (CTE) of concrete, its role in the behavior of concrete pavements, and recommendations for how to determine its value for concrete pavement design and analysis purposes. The sensitivity of concrete pavement performance prediction models in the Mechanistic-Empirical Pavement Design Guide to the CTE is discussed. Laboratory tests and other methods for determining or estimating the CTE are described, and the results of CTE laboratory tests on cores from Long-Term Pavement Performance pavement sections are summarized. Practical guidelines are provided for determining or estimating CTE and for taking into account the effect of CTE on a concrete slab’s response to temperature changes when designing and constructing concrete pavements. KW - Concrete pavements KW - Laboratory tests KW - Long-Term Pavement Performance Program KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pavement prediction models KW - Thermal expansion UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif09015/hif09015.pdf UR - https://trid.trb.org/view/1126809 ER - TY - RPRT AN - 01358948 AU - William, Rexella S AU - Telvent AU - New York State Department of Transportation AU - Federal Highway Administration TI - 511 Travel Information Service Development & Documentation PY - 2011/10//Final Report SP - 7p AB - 511 New York was deployed as a free, comprehensive travel information system geared to meet the multimodal needs of commuters, long-distance and local travelers, tourists and commercial-vehicle operators. The up-to-the-minute, comprehensive transportation information available to customers through this new 511 system strengthens efforts to improve mobility, allowing people and goods to move efficiently through New York State. This report outlines the development and scope of the 511 New York Travel Information Service. The information can be used to understand the foundations of 511 New York as well as best practices used for establishing a statewide system offering real time traffic, transit and trip planner information. KW - Best practices KW - Commercial drivers KW - Commuters KW - Information dissemination KW - Information services KW - Mobility KW - New York (State) KW - Plan implementation KW - Public information programs KW - Real time information KW - Tourists KW - Travel KW - Traveler information and communication systems KW - Travelers UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-07-18%20Final%20Report_October%202011.pdf UR - https://trid.trb.org/view/1124550 ER - TY - RPRT AN - 01358664 AU - Pratt, Michael P AU - Bonneson, James A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Traffic Signal Operations Handbook Workshop Series: Final Report PY - 2011/10//Technical Report SP - 14p AB - The Texas Department of Transportation (TxDOT) operates thousands of traffic signals along state highways in the state of Texas. The operation of these signals is the responsibility of the TxDOT districts in which they are located. This local operation serves Texas motorists well, but it has also resulted in differences in practice across the state. TxDOT research project 0-5629 developed the "Traffic Signal Operations Handbook" to (1) provide a uniform basis for signal operation throughout the state and (2) identify cost-effective procedures for maintaining safe and efficient signal operation. This report documents the development and conduct of a two-year series of workshops to share information with TxDOT engineers and technicians regarding the cost-effective design and operation of signalized intersections. Information in the Handbook was used as the basis for the workshop. The workshop was one day in length and was offered at six venues in Texas. Workshop topics include basic signal controller timing, coordination timing, signal phasing, rail preemption, detection design, and diamond interchange timing. The workshop participants applied the Handbook guidelines in several examples using a spreadsheet program called the Texas Signal Coordination Optimizer (TSCO). KW - Cost effectiveness KW - Diamond interchanges KW - Guidelines KW - Handbooks KW - Signalized intersections KW - Texas KW - Traffic signal control systems KW - Traffic signal phases KW - Traffic signal preemption KW - Traffic signal timing KW - Vehicle detectors KW - Workshops UR - http://tti.tamu.edu/documents/5-5629-01-1.pdf UR - https://trid.trb.org/view/1124291 ER - TY - RPRT AN - 01358662 AU - Bonneson, J AU - Sunkari, S AU - Pratt, M AU - Songchitruksa, P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Traffic Signal Operations Handbook, Second Edition PY - 2011/10//Product; Second Edition SP - 180p AB - 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 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. The second edition of the handbook includes new material focused on pedestrian safety at signalized intersections. One element of the new material is presented as guidelines for determining whether protected left-turn operation is appropriate based on consideration of pedestrian-vehicle crashes and vehicle delay. A second element is presented as guidelines for determining whether an exclusive pedestrian phase is needed. A third element is presented as a new appendix that describes alternative pedestrian treatments that can improve pedestrian safety at signalized intersections. KW - Best practices KW - Cost effectiveness KW - Exclusive phasing KW - Guidelines KW - Handbooks KW - Isolated intersections KW - Left turns KW - Maintenance KW - Pedestrian phase KW - Pedestrian safety KW - Signalized intersections KW - Traffic signal control systems KW - Traffic signal timing UR - http://tti.tamu.edu/documents/0-6402-P1.pdf UR - http://tti.tamu.edu/documents/0-6402-P3.zip UR - https://trid.trb.org/view/1124287 ER - TY - RPRT AN - 01358661 AU - Bonneson, James AU - Pratt, Michael AU - Songchitruksa, Praprut AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Pedestrian Safety Guidelines and Proposed Left-Turn Phase Warrant PY - 2011/10//Product SP - 28p AB - For intersections with a permissive or protected-permissive left-turn mode, pedestrians cross during the permissive period. This operation requires the left-turn driver to yield to both opposing vehicles and pedestrians, prior to accepting a gap and completing the turn. Pedestrian crash risks are increased in these complicated driving conditions because left-turn drivers sometimes fail to yield to pedestrians. Guidelines for the selection of left-turn mode (e.g., permissive, protected, and protected-permissive) focus mainly on vehicular traffic conditions at the intersection. Very few of these guidelines include a sensitivity to pedestrian volume or other pedestrian-safety-related factors. This report provides guidelines for determining whether protected left-turn operation is appropriate based on consideration of pedestrian safety and vehicle operation. These considerations include the road-user costs associated with pedestrian-vehicle crashes and vehicle delay. The report also describes a proposed warrant for left-turn phase determination that is based on the guidelines. KW - Exclusive permissive phasing KW - Exclusive phasing KW - Guidelines KW - Left turn phase KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Permissive phasing KW - Road user costs KW - Traffic delays KW - Warrants (Traffic control devices) UR - http://tti.tamu.edu/documents/0-6402-P3.pdf UR - http://tti.tamu.edu/documents/0-6402-P3.zip UR - https://trid.trb.org/view/1124289 ER - TY - RPRT AN - 01358582 AU - Carvalho, R AU - Ayres, M AU - Shirazi, H AU - Selezneva, O AU - Darter, M AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Impact of Design Features on Pavement Response and Performance in Rehabilitated Flexible and Rigid Pavements PY - 2011/10//Final Report SP - 261p AB - The primary focus of this research was to determine the effects of design and construction features, such as overlay thickness and mix type, presence of milling, and type of restoration, on pavement response and performance and to establish their importance in the prediction of future performances of rehabilitated pavements. Long-Term Pavement Performance program Specific Pavement Study (SPS)-5 and SPS-6 experiments provided information to obtain a better understanding of the effects of design and construction features on pavement response and performance of rehabilitated flexible and rigid pavements. The research findings provided guidance to identify appropriate features and rehabilitation alternatives for different pavement types and recommendations for improving data collection activities. The analyses results obtained in this study helped determine the causes of distress and helped formulate models for predicting performance of rehabilitated pavements. In addition, data from SPS-3 and SPS-4 experiments were used to determine effectiveness and timing of preventive maintenance treatments. The findings suggest that it is possible to determine significant differences between treatment alternatives with respect to pavement performance and treatment timing. Performance of rehabilitated pavement sections from SPS-5 and SPS-6 were also examined using the "Mechanistic Empirical Pavement Design Guide" and compared with the field performance. The results provide useful information about rehabilitated pavement section performance predictions and recommendations, for future model improvements. KW - Accelerometers KW - Calibration KW - Data collection KW - Deflection KW - Falling weight deflectometers KW - Pavements KW - Software UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/10066/10066.pdf UR - http://ntl.bts.gov/lib/43000/43200/43273/10066.pdf UR - https://trid.trb.org/view/1124154 ER - TY - RPRT AN - 01358581 AU - Irwin, Lynne H AU - Orr, David P AU - Atkins, Daniel AU - Cornell University AU - Federal Highway Administration TI - Falling Weight Deflectometer Calibration Center and Operational Improvements: Redevelopment of the Calibration Protocol and Equipment PY - 2011/10//Final Report SP - 268p AB - The objective of this project 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 that 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 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 with an accelerometer for deflection sensor calibration, developing a stiff multiple-sensor stand to allow calibration of all deflection sensors simultaneously, updating the calibration software to a modern programming language with the ability to electronically read data from each brand of FWD, and using modern data acquisition techniques to eliminate sensitivity problems from the older Strategic Highway Research Program 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 - Flexible pavements KW - Long-Term Pavement Performance Program KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pavement performance KW - Preventive maintenance KW - Rehabilitation (Maintenance) KW - Rigid pavements KW - Specific Pavement Studies (LTPP) UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/07040/07040.pdf UR - https://trid.trb.org/view/1124150 ER - TY - RPRT AN - 01358015 AU - DeLuccie, Veronica AU - Goldbaum, Jay AU - Colorado Department of Transportation AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Hot Mix Asphalt Voids Acceptance Review of QC/QA Data 2000 through 2010 PY - 2011/10//Final Report SP - 55p AB - This report analyzes the quality control/quality assurance (QC/QA) data for hot mix asphalt (HMA) using voids acceptance as the testing criteria awarded in the years 2000 through 2010. Analysis of the overall performance of the projects is accomplished by reviewing the Calculated Pay Factor Composite (CPFC) and Incentive/Disincentive Payments (I/DP). Analysis of each of the elements: asphalt content, voids in mineral aggregate (VMA), air voids, mat density, and joint density is presented in tables, figures, and reports. Various data groupings are used to evaluate the data including: year, region, and grading. The specification and the projects are performing reasonably well. The results for the data show that quality of the projects is remaining fairly consistent. No definite upward or downward trends can be seen in the data. Over the eleven-year time period more projects have received incentive payments than disincentive payments. The average CPFC over the eleven years evaluation is 1.00569. The quality levels in the individual elements are at relatively high levels. The VMA and mat density elements show the best results being above 93 percent within the specification limits. The asphalt content and air voids elements are at approximately 90 percent. The joint density pay factor is under 1.0 but is expected to rise as contractors gain experience in this area. KW - Acceptance tests KW - Air voids KW - Contracting KW - Disincentives KW - Hot mix asphalt KW - Incentives KW - Quality assurance KW - Quality control KW - Quality of work KW - Road construction KW - Voids in mineral aggregate UR - http://www.coloradodot.info/programs/research/pdfs/2011/hmavoids2011/at_download/file UR - https://trid.trb.org/view/1122580 ER - TY - RPRT AN - 01357952 AU - Clevenger, Caroline M AU - Ozbek, Mehmet E AU - Colorado State University, Fort Collins AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Evaluation of Environmental Commitment Tracking Systems for Use at CDOT PY - 2011/10//Final Report SP - 117p AB - The purpose of this study is to review existing Environmental Tracking Systems (ETSs) used by other, select state Departments of Transportation (DOTs), as well as the existing Environmental Commitment Tracking System (ECTS) currently in use by Colorado Department of Transportation (CDOT) in an effort to determine which system would be the most beneficial for long-term implementation at CDOT. Implementation: Based on the quantitative evaluation assessing how well other state ETSs’ features correlate to CDOT’s preferences, this study recommends that CDOT adopt FDOT’s existing ETS for long-term implementation. Findings based on the Analytical Hierarchy Process (AHP) analysis performed comparing CDOT’s existing ECTS to eight other state DOT’s ETSs, show that FDOT’s existing ETS supports the highest number (93%) of CDOT’s weighted preferences, while CDOT’s existing ECTS supports only 35%. Secondary implementation recommendations are to have a number of CDOT end users familiar with CDOT’s ECTS test candidate ETSs for ease of use and user satisfaction, and that additional first cost and operational cost information be secured and analyzed to assist in making a final decision on which system to adopt. If CDOT elects to implement this second recommendation to further examine additional metrics prior to making a final decision, VDOT’s and TxDOT’s ETSs are the systems which currently provide the second (90%) and third highest (85%) number of desired features respectively. KW - Analytical hierarchy process KW - Colorado KW - Construction management KW - Environmental impacts KW - Environmental monitoring KW - Evaluation and assessment KW - Project management UR - http://www.coloradodot.info/programs/research/pdfs/2011/envtrack.pdf/at_download/file UR - https://trid.trb.org/view/1122574 ER - TY - RPRT AN - 01357895 AU - Maser, Kenneth R AU - Puccinelli, Jason AU - Punnackal, Timin AU - Carmichael, Adam AU - Infrasense, Incorporated AU - Nichols Consulting Engineers, Chartered AU - Montana Department of Transportation AU - Federal Highway Administration TI - Ground Penetrating Radar (GPR) Analysis: Phase II Field Evaluation PY - 2011/10//Phase II Report SP - 57p AB - The objective of this work was to evaluate the feasibility and value of expanding the Montana Department of Transportation's (MDT's) Ground Penetrating Radar (GPR) program to pavement design and rehabilitation, and to network level evaluation. Phase I of this project concluded that in order to investigate the feasibility and value of these program expansions, a Phase II field evaluation project be designed and implemented to evaluate the accuracy of GPR pavement thickness data on Montana pavements, and to correlate these findings with the accuracy requirements of the individual applications. This field evaluation began with identifying 26 pavement test sections of different composition and structure located throughout the diverse climatic regions of Montana. At each site, falling weight deflectometer (FWD) and GPR data were collected, followed by coring and augering to determine the thickness of the pavement layer structure and base moisture content. This testing was carried out both in the spring of 2010 and in the fall of 2010 to capture seasonal variations. The GPR data were analyzed for thickness, and the GPR thickness data were evaluated for seasonal changes, and compared to core and plan data to investigate thickness accuracy and the effectiveness of calibration methods. Compared to cores, the average GPR bound layer thickness error was 10.3% vs. 15.2% using plan data. A GPR data checking method was developed using FWD and plan data to identify potential analysis layer analysis inconsistencies and suggest alternative interpretation. Implementation of this method reduced the GPR error to 7.6%. A sensitivity study was carried out to investigate the impact of having the more accurate GPR data. This study showed that, on average, the use of GPR reduced the pavement life prediction error by 62% when compared to using as-built plan data. KW - Falling weight deflectometers KW - Ground penetrating radar KW - Mathematical prediction KW - Montana KW - Pavement design KW - Pavement layers KW - Seasonal variations KW - Service life KW - Test sections KW - Thickness UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/gpr/phaseii/final_report_oct11.pdf UR - http://ntl.bts.gov/lib/45000/45800/45848/final_report_oct11_70.pdf UR - https://trid.trb.org/view/1123391 ER - TY - RPRT AN - 01356795 AU - Sunkari, Srinivasa R AU - Charara, Hassan A AU - Songchitruksa, Praprut AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - A Portable Toolbox to Monitor and Evaluate Signal Operations PY - 2011/10//Technical Report SP - 80p AB - Researchers from the Texas Transportation Institute developed a portable tool consisting of a field-hardened computer interfacing with the traffic signal cabinet through special enhanced Bus Interface Units. The toolbox consisted of a monitoring tool and an analysis tool. The monitoring tool monitors and logs relevant events within the cabinet that provide input to analyze intersection operations. These inputs include signal status, detector status, preempt status, and coordination status. The user has to provide the basic signal timing data and coordination data as input data. The analysis tool then analyzes the log files for each day and produces easy to understand reports. The reports are available either in an hourly average format or individual cycle format for a selected time period. The measures of effectiveness (MOEs) presented include phase time, phase failures, queue clearance time, time to service; as well as counts on green, yellow, red, and split utilization during coordinated operations. Preempt data include the type of preempt, time of preempt, and the duration of preempt for each day. Detector failure data include type of detector failure and the time at which the detector failure occurred. The analysis tool analyzes the log files and generates user-specified MOEs in Microsoft Excel® format. This type of format provides the user with an opportunity to further analyze the data in a manner the user considers appropriate. KW - Diagnostic tools KW - Measures of effectiveness KW - Monitoring KW - Portable equipment KW - Signalized intersections KW - Traffic signal control systems KW - Traffic signal controllers KW - Traffic signal hardware KW - Traffic signal timing UR - http://tti.tamu.edu/documents/0-6177-1.pdf UR - http://ntl.bts.gov/lib/42000/42800/42884/0-6177-1.pdf UR - https://trid.trb.org/view/1122436 ER - TY - ABST AN - 01463347 TI - 2 Lane Rural Road SPF Factors AB - This research will develop and test the modeling effort to identify safety performance factors for two lane rural roads. KW - Highway safety KW - Rural highways KW - Safety performance KW - Traffic safety KW - Two lane highways UR - https://trid.trb.org/view/1231573 ER - TY - ABST AN - 01548325 TI - Research for the AASHTO Standing Committee on Planning. Task 108. Improving Travel Behavior Data for Alternative Fuel Vehicles: A Scoping Study AB - Climate change, energy security and air quality concerns are at the forefront of contemporary challenges in the transportation sector. High quality travel behavior data provides an important input into the analyses required to address these issues. Unfortunately, due to organizational silos, data privacy concerns and the high cost of primary data collection, key players often do not have access to the data needed for developing informed solutions to these challenges. Key players in reducing vehicle environmental footprint include auto manufacturers, electric utility companies, and transportation planning agencies such as State Departments of Transportation (DOTs) and Metropolitan Planning Organizations ( MPOs). Automobile researchers and manufacturers need travel behavior data to investigate and develop electrified vehicles such as hybrid and plug-in hybrid electric vehicles (HEVs and PHEVs). On-road consumer travel profiles help inform design decisions (engine, motor, battery sizing, etc), and allow estimation of fuel savings relative to conventional technologies under "real-world" operation. Utility companies need to understand the electrical grid impact from powering large numbers of electrified vehicles. Travel behavior data helps them understand the temporal and seasonal variation of this added load on the grid, as well as the potential spatial distribution of recharging stations in order to understand their impact on the transmission system. Travel demand modelers are interested in the vehicle trace, origin to destination and the average speed/travel time across their network. Air quality analyses within the urban environment and especially in air quality non-attainment areas seek to model temporal and seasonal differences as well as speed and operational characteristics for the vehicles by type on the roadway. Insufficient coordination currently exists between organizations that have historically collected travel behavior data and the expanded group of data users involved in environmental vehicle research & development (R&D). As a result, the data collectors assume sole responsibility for the significant costs of data collection and for the liability risk of sharing previously collected data for secondary use. The emerging data users encounter limited access to high resolution data sets, components missing from previous studies that they would have liked to see included, and find themselves faced with the choice between duplicating data collection at considerable cost or making significant assumptions in order to approximate answers to their research questions. This research evaluated the extent to which travel behavior data would be useful in supporting this type of research, and identified the possibilities for and barriers to collaboration. The research found that collaboration across different stakeholder groups could result in an efficient use of research funding through sharing data, combining and prioritizing research efforts, and disseminating results. The findings also suggest that stakeholders could benefit from collaborations that reduce the net spending of each group on data collection. In turn, the fine-grain details collected as part of these efforts could support the development of advanced analytical approaches for all stakeholders. As these collaborative efforts evolve, the these discussions and efforts could lead to the identification of research topics that would be suitable for funding under future National Cooperative Highway Research Program (NCHRP) programs or other similar sources. KW - Alternate fuels KW - Automobile industry KW - Cooperation KW - Data collection KW - Environmental impacts KW - Hybrid vehicles KW - Industries KW - Metropolitan planning organizations KW - Plug-in hybrid vehicles KW - Public utilities KW - State departments of transportation KW - Travel behavior UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3098 UR - https://trid.trb.org/view/1336187 ER - TY - ABST AN - 01549552 TI - Research Program Design---Administration of Highway and Transportation Agencies. Leading in Lean Times: Maximizing Resources in a Constrained Environment AB - State departments of transportation (DOTs) increasingly are required to develop programs and projects, and to operate and maintain facilities and services with both reduced budgets and staff. For example, 21 states are reducing appropriations for transportation infrastructure programs in the current fiscal year. Several DOTs already have implemented reductions in force, staff furloughs, and substantial restructurings, and more are likely to do so. Managing in such lean times calls for resourceful and imaginative leadership. Senior DOT officials seek strategic examples and role models as well as specific tactics and tools they can use to ensure that agency resources are effectively deployed to deliver the greatest possible benefit to their customers. Leaders in other organizations have faced similar challenges. Pressures of global competition, technological innovation, shifting resource costs, and workforce evolution have given rise to the need to enhance productivity and to new organizational structures, procurement practices, compensation policies, and project management tools. Knowledge gained from documentation and analysis of experience from private sector enterprise and other public-sector organizations worldwide can inform DOT leaders. The American Association of State Highway and Transportation Officials (AASHTO) seeks to make such knowledge about leading in lean times available to senior DOT managers in formats that encourage thoughtful exchange among peers and creative transfer of useful lessons from practical experience. The objectives of this project were to (1) prepare a critical review of current research and experience regarding management tactics and specific tools and techniques leaders of large public and private organizations use in managing limited resources most effectively to achieve strategic business goals; and (2) plan, conduct, and document a workshop to present and discuss how DOT leaders can use such information to lead their agencies in lean times. The project entailed a review of literature and current research and practice in large enterprises to describe management tactics and specific tools and techniques leaders of such enterprises use in managing limited resources most effectively to achieve strategic business goals. The review was intended to present current thinking and case studies in such areas as resource acquisition and productivity-control techniques, work-flow streamlining, and data acquisition and information reporting internationally. A workshop was then planned and held to engage senior leaders from a number of DOTs with selected strategic management experts in a setting selected to facilitate thoughtful information exchange. KW - Budgeting KW - Constraints KW - Leadership KW - Management and organization KW - State departments of transportation KW - Strategic planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3230 UR - https://trid.trb.org/view/1339706 ER - TY - ABST AN - 01486031 TI - National Security Defense and Interstate Planning AB - The primary objective of this task order is to use the National Highway Planning Network or an equivalent spatial network to maintain the official coding of the National Highway System (NHS) and to produce official NHS maps to reflect the ongoing work to the NHS. KW - Coding systems KW - Interstate highways KW - Maps KW - National security KW - Transportation planning UR - https://trid.trb.org/view/1255652 ER - TY - ABST AN - 01486018 TI - Revision of Pedestrian Safety Materials AB - The objective of this project is to begin revision of Pedestrian Program Strategies Plan and Product Evaluation. KW - Pedestrian movement KW - Pedestrian safety KW - Revisions KW - Strategic planning UR - https://trid.trb.org/view/1255639 ER - TY - ABST AN - 01485871 TI - Tribal Lands Coordination AB - The Office of Real Estate Services and its stakeholders seek to research, develop, and publish a report that presents current law, regulation, policy or guidance and suggested best practices for acquiring right of way related specifically to tribal property interests. The primary focus of this effort is to develop training material for right-of-way (ROW) acquisition, the best application of these methods for target situations, and identify strategies to successfully expedite the ROW acquisition process. KW - Indian reservations KW - Native Americans KW - Property acquisition KW - Right of way (Land) KW - Training KW - Tribal government UR - https://trid.trb.org/view/1255096 ER - TY - ABST AN - 01485870 TI - Environmental Streamlining/ Stewardship AB - The objective of this project is to develop case studies in environmental justice and the National Environmental Policy Act (NEPA). The project will also develop best practices dissemination on categorical exclusions (CEs). KW - Best practices KW - Case studies KW - Environmental justice KW - Environmental stewardship KW - Environmental streamlining KW - National Environmental Policy Act of 1969 UR - https://trid.trb.org/view/1255095 ER - TY - ABST AN - 01485867 TI - Historic Roads Best Practices for Identification Management AB - The objective of this effort is to identify effective practices for considering historic preservation in transportation planning and early project development support. KW - Best practices KW - Historic preservation KW - Identification systems KW - Project development KW - Project management KW - Transportation planning UR - https://trid.trb.org/view/1255092 ER - TY - ABST AN - 01485865 TI - Context Sensitive Solutions (CSS) Case Studies AB - The objective of this project is to develop research on the nexus between context sensitive solutions and highway safety. KW - Case studies KW - Context sensitive design KW - Context sensitive solutions KW - Highway safety UR - https://trid.trb.org/view/1255090 ER - TY - ABST AN - 01485864 TI - Context Sensitive Solutions (CSS) National Dialogue AB - This research effort will produce case studies that demonstrate how the use of context sensitive approaches can improve the cost effectiveness of Federal transportation programs and streamline their delivery. The case studies will highlight the wide-ranging benefits of context sensitive solutions (CSS) to advance high-quality transportation projects. KW - Case studies KW - Context sensitive solutions KW - Cost effectiveness KW - Environmental impacts KW - Streamlining KW - Transportation planning UR - https://trid.trb.org/view/1255089 ER - TY - ABST AN - 01486024 TI - Integration of Federal Lands Management Agency Trans. Data Planning & Practices (SI-11-02.03) AB - The objective of this project is to develop a detailed tool to manage anticipated climate change impacts to the U.S. Fish & Wildlife Service (FWS) and National Park Service (NPS) transportation infrastructure throughout the northeast United States. The geographic study area would include the national wildlife refuges and national park units within the following states: Virginia, West Virginia, Maryland, District of Columbia, Delaware, Pennsylvania, New Jersey, New York, Connecticut, Rhode Island, Massachusetts, Vermont, New Hampshire and Maine. This project will be a "test bed" for emerging approaches to identify vulnerable infrastructure and develop adaptation strategies. It will focus on transportation infrastructure in the northeast but its results can be applied nationally. KW - Climate change KW - Federal Land Management Agencies KW - Infrastructure KW - National parks KW - Test beds KW - Transportation KW - Transportation planning KW - Wildlife refuges UR - https://trid.trb.org/view/1255645 ER - TY - ABST AN - 01466556 TI - Strategic Research Initiative: Integration of Federal Lands Management Agency Transportation Data, Planning and Practices with Climate Change Scenarios to Develop a Transportation Management Tool AB - Currently, the anticipated climate change impacts to and from Federal Land Management Agency (FLMA) multimodal transportation infrastructure is unknown. Impacts to the transportation infrastructure will require adaptation strategies to minimize or negate climate change impacts, such as road relocation, road reclassification, property acquisition, pavement structure modifications, drainage structure enhancements, shoreline modifications, construction of protective structures, etc. Such adaptation or mitigation work must comply with laws to ensure that the resources under Fish and Wildlife Service (FWS) and National Park Service (NPS) stewardship are not negatively impacted as a result of management actions regarding climate change. Undertakings to adapt to climate change impacts on transportation infrastructure or to mitigate the effects of carbon may affect or impact the resources on Federal lands, be they historic components of transportation networks or resources that lie in the path of proposed enhancements or modifications. It is anticipated that this project will provide important resources - that may also potentially leverage Federal-Aid funding-for state Departments of Transportation (DOTs) and Metropolitan Planning Organizations (MPOs) that would like to integrate climate change considerations into their long range transportation plans. KW - Carbon KW - Climate change KW - Environmental impacts KW - Federal Land Management Agencies KW - Management KW - Mitigation measures (Ecology) KW - Multimodal transportation KW - Strategic planning KW - Transportation infrastructure UR - https://trid.trb.org/view/1234791 ER - TY - ABST AN - 01465778 TI - International Agency Agreement with the U.S. Institute for Environmental Conflict Resolution AB - The purpose of this Interagency Agreement between the Federal Highway Administration (FHWA) and the U.S. Institute for Environmental Conflict Resolution (USIECR) is to continue the mechanism that will provide to FHWA the range of the unique Environmental Conflict Resolution (ECR) services that USIECR can provide since it is an impartial entity inside the Federal government, independent of other agencies, that can provide conflict resolution services to help public and private interests manage and resolve environmental conflicts nationwide. These include consultation, on-site programmatic review and training, case analysis, conflict assessment, process design, convening, neutral selection, facilitation, mediation, program development, conferences/skills exchanges, roster maintenance, evaluation assistance, consultations with senior mediators, and project management to assist with collaboration and in resolving environmental and natural resource-related disputes. The services provided by USIECR, directly through USIECR staff or through qualified contractors, to the FHWA will be to support high priority FHWA initiatives such as Every Day Counts, Planning and Environment Linkages, Context Sensitive Solutions, collaboration and conflict resolution, and timely project delivery. USIECR can also provide assistance in the development of collaboration workshops focused on advancing tribal consultation agreements between FHWA, tribal nations and State Departments of Transportation (DOTs). KW - Conflict management KW - Environmental protection KW - Planning and design KW - Project delivery KW - Technical assistance KW - Training UR - https://trid.trb.org/view/1234012 ER - TY - ABST AN - 01485868 TI - Improving Project Delivery through Every Day Counts Init. AB - The objective of this project is to develop an electronic tool for the National Environmental Policy Act (NEPA). KW - Daily KW - Environmental impacts KW - National Environmental Policy Act of 1969 KW - Project delivery KW - Project management UR - https://trid.trb.org/view/1255093 ER - TY - ABST AN - 01465788 TI - Dissemination of Effective Practices for Considering Historic Preservation in Transportation Planning and Early Project Development AB - The purpose of this project is to disseminate results of a recent project funded through the National Cooperative Highway Research Program (NCHRP) that identified effective practices for considering historic preservation issues early in transportation planning and project development. The aim of identifying potential issues with historic preservation early in project planning is consistent with the goals of Planning and Environmental Linkages and the Every Day Counts initiative. Those goals include timely identification of historic preservation values recognized within a community, incorporation of those values in early planning, and carrying those considerations through project development and delivery. Benefits include process efficiencies and optimum outcomes that in the long run expedite project delivery. KW - Best practices KW - Every Day Counts KW - Historic preservation KW - Information dissemination KW - Project development KW - Transportation planning UR - https://trid.trb.org/view/1234022 ER - TY - ABST AN - 01465782 TI - STAR Community Index 2011 Summit AB - This task provides funding to co-sponsor a National Summit to address the issue of roadway safety from a culture perspective. There is a need to change the fundamental safety culture of the nation, both in the unsafe behaviors of individuals, but also the actions of society in giving greater priority to the tragic loss of life occurring on our highways. This National Summit will provide a forum where leading safety experts and advocates from across the country will participate in focused discussions to help identify and address critical concerns and knowledge gaps in traffic safety culture. KW - Behavior KW - Experts KW - Fatalities KW - Forums KW - Information exchange KW - Traffic safety UR - https://trid.trb.org/view/1234016 ER - TY - RPRT AN - 01358013 AU - Williams, Billy M AU - Khattak, Asad J AU - Jia, Anxi AU - Huynh, Nathan AU - Hu, Hyejung AU - Liu, Chenhao AU - Rouphail, Nagui M AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Assessing Operational, Pricing, and Intelligent Transportation System Strategies for the I-40 Corridor Using DYNASMART-P PY - 2011/09/21/Final Report SP - 249p AB - The Raleigh Durham area in North Carolina experienced tremendous growth in both population (50%) and travel (56%) in the decade spanning 1995-2005. The I-40 corridor, which encompasses I-40, I-85, I-440, I-540, NC147, and US-70 is under great strain. The I-40 corridor is vital to the economic health of the region and the entire state, and it is representative of the transportation mobility challenges faced in rapidly growing urban areas. Traditional highway construction approaches alone cannot meet these current and future challenges. These realities render it imperative that the NCDOT and metropolitan and regional planning agencies have the tools necessary to assess the system performance impacts of a variety of operational strategies, including HOV/HOT lanes, congestion or value pricing, ramp metering, system-wide signal coordination, incident and work zone management, and expanded traveler information. This project delivered a calibrated DynusT model of the Triangle region that provides this performance assessment capability. The DynusT tool is the federally-sponsored continuation of the DYNASMART-P meso-scale dynamic traffic assignment software development effort. The model’s performance assessment capability was demonstrated through application of the Triangle DynusT model to a series of carefully selected evaluation scenarios. Although the project was self-contained and motivated through its focus on the I-40 corridor, the findings are envisioned as the first step toward bringing regional-scale mesoscopic dynamic traffic assignment modeling capability statewide for modeling North Carolina’s strategic highway corridors and detailed transportation program support for each of the state’s metropolitan and rural planning regions. KW - Dynamic traffic assignment KW - DYNASMART-P (Computer program) KW - Evaluation and assessment KW - Highway corridors KW - Highway operations KW - Intelligent transportation systems KW - North Carolina KW - Performance measurement KW - Pricing KW - Simulation KW - Strategic planning KW - Transportation planning UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2009-05finalreport.pdf UR - https://trid.trb.org/view/1122289 ER - TY - ABST AN - 01570492 TI - Evaluation and Analysis of Decked Bulb T Beam Bridge AB - Prestressed beams have been a popular beam of choice for building highway bridges in the Midwest since the early 1960s. Although these beam types are economical and are proven to carry traffic loads well, they are starting to show signs of distress, mostly from corrosion of the steel reinforcement that is caused by moisture contaminated with salt and chlorides. Salt used for deicing roadways causes chlorides to penetrate the beams and cause the steel reinforcement and prestressing strands to corrode. Some states use pre-stressed box beams because of their efficient cross section and small beam depth to span ratio. Today, many of these structures are reaching the end of their service life, mainly because of corrosion of the steel reinforcement. In the harsh environment of the Midwest, where bridges are exposed to many freeze thaw cycles and deicing salts it would be beneficial to have a bridge structure free from corrosion, easy to inspect, and a service life at least double that of current structures. Also, since mobility of the traveling public is a very important consideration when building or rehabilitating bridges, there is a need to develop a beam type that can be built using accelerated bridge construction techniques. The objective of this project is to analyze and evaluate the decked bulb T beam (or decked I beam) as a viable replacement for the side-by-side box-beam bridge. The project description uses the term bulb T beam as a general description of an I beam shape, with a wide top flange that can serve as a deck surface. For this type of beam to be a viable replacement to a box beam, it must have a very robust cross-section designed to have a shallow depth to span ratio, which makes it very different than the standard American Association of State Highway and Transportation Officials (AASHTO) section used by some states. The use of a bulb T beam cross section would eliminate inherent problems associated with the ability to inspect and repair box-beam type structures. The Bulb T beam cross-section will provide enough space at the section bottom for ease of periodical inspections and maintenance of critical elements, such as beam web and the suffit of the bridge deck slab. KW - Bridge design KW - Bulb T beams KW - Corrosion resistance KW - Cross sections KW - Freeze thaw durability KW - Service life KW - T beams UR - http://www.pooledfund.org/Details/Study/483 UR - https://trid.trb.org/view/1362133 ER - TY - ABST AN - 01486032 TI - Emissions and Border Wait-time Analysis AB - The Federal Highway Administration (FHWA) is interested in establishing a baseline of vehicle emissions data at US/Mexico land border crossings to support the development of performance measures to be utilized in developing emission reductions strategies. KW - Emissions reduction KW - International borders KW - Performance measurement KW - Pollutants KW - Strategic planning KW - Traffic delays KW - United States-Mexico Border KW - Waiting time UR - https://trid.trb.org/view/1255653 ER - TY - ABST AN - 01486023 TI - Planning-Level Assessment of Construction (SI-11-02.04) AB - The objective of this project is to evaluate the planning-level greenhouse gas (GHG) emissions associated with roadway construction and maintenance including the GHG reduction potential and monetary costs of best practices. This research will provide an important enhancement to current planning-level GHG analysis which presently is oriented around vehicle operating emissions using tools such as the Environmental Protection Agencies (EPAs) MOVES model. While recent research has better quantified the impact of project-level construction and maintenance practices this information is very difficult to apply at the planning level where the Federal Highway Administration (FHWA) believes GHG analysis is most appropriately conducted. KW - Best practices KW - Construction management KW - Exhaust gases KW - Greenhouse gases KW - Maintenance practices KW - Pollutants KW - Transportation planning UR - https://trid.trb.org/view/1255644 ER - TY - ABST AN - 01486025 TI - Promoting Best Practices on Transportation and Livability Linkages AB - This project will develop a series of pilot projects focused on comprehensive multimodal mobility planning for gateway communities. The pilot program will consist of identifying unique needs of the gateway communities, identifying the needs of Federal Lands Management Agencies that are adjacent to these gateway communities, and the current state of transportation planning and infrastructure. Based on these elements a pilot action plan will be developed to: (1) look at the current planning practices in mitigating congestion; (2) mitigate environmental impacts to the resource; and (3) develop a planning pilot program that will advance a multimodal transportation system to minimize impacts to the resource. KW - Best practices KW - Environmental impacts KW - Federal Land Management Agencies KW - Gateways KW - Mobility KW - Multimodal transportation KW - Pilot studies KW - Traffic congestion KW - Transportation planning UR - https://trid.trb.org/view/1255646 ER - TY - ABST AN - 01486021 TI - Transborder Freight Data AB - The objective of this project is to support BTS transborder freight data program and development of annual export weight estimates. Ongoing support for special data projects from the Census Bureau to support FAF estimates and border program apportionments. KW - Data collection KW - Exports KW - Freight traffic KW - International borders KW - Transborder data flow KW - Weight UR - https://trid.trb.org/view/1255642 ER - TY - ABST AN - 01499769 TI - HY-12 Storm Drain Hydraulic Analysis Program - Phase Two of Development Efforts AB - HY-12 is a computerized implementation of the Federal Highway Administration (FHWA) pavement drainage and storm drain hydraulic design approaches and methodologies.The objective of this research effort is to develop a graphical user interface (GUI) for the HY-12 storm drain software. The effort would be funded by FHWA and other state departments of transportation contributors. KW - Drainage KW - Graphical user interfaces KW - Hydraulic design KW - Pavements KW - Software KW - Storm sewers UR - http://www.pooledfund.org/Details/Study/485 UR - https://trid.trb.org/view/1278176 ER - TY - ABST AN - 01466562 TI - Operation of the Transportation Secure Data Center AB - The Department of Energy (DOE) shall operate the Transportation Secure Data Center (TSDC). The TSDC shall preserve data that has already been collected and secure it in a protected environment while also making it accessible in a manner that maintains survey respondent anonymity. Datasets already incorporated into the TSDC include those from value pricing projects and from household travel surveys that have included a Global Positioning System (GPS) component. DOE shall also examine other datasets, including those related to safety, reliability, and probe vehicle studies, for addition into the TSDC. Researchers have requested other data sets be considered for inclusion, such as the 2009 National Household Travel Survey add-on datasets with home, work and destination block geocoding and the voluntarily uploaded public GPS traces on www.openstreetmap.org. The objective of the TSDC and of this agreement is to prevent these valuable datasets from becoming lost or destroyed (as significant public funding went into collecting them) and to make the data available for legitimate research while at the same time safeguarding participant privacy. KW - Data collection KW - Data files KW - Global Positioning System KW - Household travel surveys KW - Probe vehicles KW - Road pricing KW - Safety UR - https://trid.trb.org/view/1234797 ER - TY - ABST AN - 01552749 TI - Technology Transfer, Delivery, and Implementation of Best Practices for Jointed Concrete Pavements AB - Material Related Distress- A number of pavement distresses can occur as a result of the interaction between the concrete and the environment in which it serves. In contrast to the common perception held by many engineers that concrete is relatively inert, it is in fact a very complex material whose properties can change significantly with time. Some of these changes can be positive, such as long-term strength gain obtained through continued cement hydration. Other changes can be detrimental to the concrete, resulting in the development of premature pavement distress. Paste deterioration resulting from freezing and thawing, aggregate freeze-thaw deterioration (also referred to as D-cracking), and alkali-aggregate reactivity (AAR) are a few examples of detrimental changes that can occur over time. When these changes manifest themselves on the pavement surface, they fall under the general category of materials-related distress (MRD) (Federal Highway Administration (FHWA), 2002). Concrete expands and contracts with variations in temperature and moisture content, which can cause cracking if it is restrained. Cutting the pavement into smaller elements helps relieve the restraint and generally ensures that the cracks form where desired rather than at random (FHWA, 2007). While the majority of concrete pavements are not affected by premature joint deterioration, the problem is common enough to have triggered research efforts to identify both causes and preventative measures. Current projects include a FHWA Transportation Pooled Fund Study TPF 5(224): "Investigation of Jointed Plain Concrete Pavement Deterioration at Joints and the Potential Contribution of Deicing Chemicals" (CP Tech Center, 2011 ). The Contractor shall develop a comprehensive overview of MRD for technology transfer activities included in this work; however, emphasis shall be placed on newly identified types of MRD distresses. Blended Aggregates for Concrete Mixture Optimization- When aggregates and cementitious materials are optimized, concrete quality will be improved, costs reduced by minimizing wasteful use of materials, and long-term durability will be extended (Concrete International, 1990). It has been generally accepted that if the aggregate volumes are so chosen that the packing density of the combined aggregates is maximum then the amount of cementitious paste volume required for a given amount of workability (i.e. slump) is reduced to a minimum. The rationale typically provided is as follows: Cementitious paste should completely fill the voids between the aggregate particles and at the same time there must be a certain amount of excess left over to provide the lubrication needed for a given workability. So, if the void content in the aggregate skeleton is reduced (i.e. packing density is increased) then the total cementitious paste required for a given workability is decreased. It is also well accepted that minimizing the volume of cementitious paste in a concrete mixture is desirable to attain lower shrinkage, reduced heat of hydration, improved durability, and lower costs (National Ready Mixed Concrete Association (NRMCA), 2007). A key element of this work will be the identification of different types of paving equipment and the influence that such equipment may have on the placement of concrete mixtures. Concrete Paving Mixtures with One or More Supplementary Cementitious Materials- Supplementary cementitious materials (SCMs) have become common ingredients in modern concrete practice, especially the blending of coal fly ash with Portland cement. Such blending for paving applications can optimize durability, strength, and economics thereby providing owners, engineers, materials suppliers, and contractors with substantial advantages over mixtures containing only Portland cement. The availability of other SCMs, such as ground granulated blast furnace slag and silica fume, creates the need for specific guidance for users to assist them in defining the performance requirements for a concrete paving application and the selection of optimal proportions of the cementitious materials needed to satisfy those requirements. The fact that blended cements currently are available in many regions increases the options for blended SCMs in concrete mixtures for paving and thus can complicate the selection process (CP Tech Center, 2012). Both Portland and blended cements have already been optimized by the manufacturer to provide specific properties (such as setting time, shrinkage, and strength gain). The addition of SCMs (as binary, ternary, or even more complex mixtures) can alter these properties, and therefore has the potential to impact the placement and performance of jointed concrete pavements. Innovative Materials and Methods for Accelerated Construction and Maintenance of Concrete Pavements - The need for accelerated construction most frequently is driven by high volumes of traffic on roadways where maintenance of traffic and related work zone and safety issues place strict limits on lane closures. The available times for maintaining such roadways frequently are limited to nighttime hours with requirements to restore traffic on all lanes prior to morning rush-hours. The use of asphalt patches on concrete roadways is an expedient but temporary method for restoring the roadway surface. The use of rapid-hardening concrete mixtures as a restorative method has gained widespread use; however, it is recognized that such mixtures typically are prone to early thermal stresses and related cracking, which diminishes their durability and leads to repeated maintenance activities in fewer that ten years (National Cooperative Highway Research Program (NCHRP), 2005). FHWA published a recent state-of-technology report on advanced high-performance materials for highway applications (FHWA, 2010). Additionally, a newly developed dowel basket offers increased stability while allowing the shipping wires to be cut (FHWA, 2013). Examples of an innovative material and an innovative method that could be useful for accelerated construction and maintenance of existing jointed concrete pavements, as well as for longer-term performance, are as follows: (1) Alkali-activated cements; and (2) Dowel baskets with increased stability. Precast concrete pavement (PCP) systems are used for rapid renewal of highway pavements; however, PCP technology is the focus of a current FHWA contract, DTFH61-13-C-00028. Therefore, PCP technology shall not be included in any work under this task order. The five (5) Tasks required under this Task Order for each of the four (4) Topics described in the Background section shall include: Task 1 -The Contractor shall develop an annotated bibliography of technical references addressing each Topic. Task 2- The Contractor shall develop a six-page (6-page) technical brief for each Topic. The technical briefs shall satisfy 508 requirements for posting on FHWA's website. Task 3- The Contractor shall develop ninety-minute (90-minute) webinar presentations for each Topic. The webinars for each Topic shall include sixty (60) minutes for presentations and thirty (30) minutes for question-and-answer with participants. Task 4- The Contractor shall develop ninety-minute (90-minute) workshop presentations for each Topic. All of the Topics shall be included in each of four (4) oneday (1-day) workshops. The question-and-answer format for these face-to-face workshops shall be informal. Task 5- The Contractor shall prepare a Summary Report for all of the work performed throughout the period of performance of this Task Order. KW - Best practices KW - Concrete pavements KW - Materials related distress KW - Pavement distress KW - Pavement joints KW - Pavement maintenance KW - Paving materials KW - Technology transfer UR - https://trid.trb.org/view/1342418 ER - TY - ABST AN - 01545238 TI - Facilitating Implementation of the Guidelines for Quantifying the Benefits of Content Sensitive Solutions AB - The objective of this research was to facilitate the American Association for State Highway and Transportation Official's (AASHTO's) implementation of the Guidelines for Quantifying the Benefits of Context Sensitive Solutions developed in National Cooperative Highway Research Program (NCHRP) Project 15-32, by conducting several regional workshops to train state department of transportation (DOT) personnel in the principles of context sensitive solutions (CSS) and the application of the techniques in the guidelines document to real-world projects or programs. KW - Context sensitive solutions KW - Cooperation KW - Guidelines KW - Plan implementation KW - Stakeholders KW - State departments of transportation KW - Training UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3289 UR - https://trid.trb.org/view/1332757 ER - TY - ABST AN - 01557618 TI - Traffic and Data Preparation for AASHTO MEPDG Analysis and Design AB - The objective of the PrepMEsoftware is to assist state departments of transportation (DOTs) in the data preparation and improve the management and workflow of the mechanistic-empirical pavement design guide (MEPDG) input data to make the MEPDG software more accessible. Additionally, it can be used as a critical tool for calibrating and implementing the MEPDG as well. KW - Calibration KW - Data files KW - Management KW - Mechanistic-Empirical Pavement Design Guide KW - Software KW - State departments of transportation KW - Traffic data KW - Workflow UR - http://www.pooledfund.org/Details/Study/470 UR - https://trid.trb.org/view/1347121 ER - TY - ABST AN - 01549632 TI - Research for AASHTO Standing Committee on Highways. Task 300. Methods for Estimating the Benefits for Winter Maintenance Operations AB - The research identified an approach for estimating the benefits of winter maintenance operations in terms of increased safety, reduced travel time, and reduced fuel usage and discussed the limitations of the approach. In addition, data from a state highway agency was used to illustrate applicability of this approach for estimating the benefits accrued from performing winter maintenance operations. KW - Benefits KW - Fuel consumption KW - Highway maintenance KW - Highway safety KW - Travel time KW - Winter maintenance UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3006 UR - https://trid.trb.org/view/1339861 ER - TY - ABST AN - 01541911 TI - Quantifying the Influence of Geosynthetics on Pavement Performance AB - Geosynthetics are available in a wide range of forms and materials and are used in many applications. Geosynthetics are often used by highway agencies in conjunction with unbound base layers (i.e., within the layer or as a subgrade/base interface layer) as a means for enhancing the performance of flexible and rigid pavements. Although a great deal of research has been performed on the properties of these materials and their use in pavement structures, limited research has dealt with the methodologies of quantifying their influence on pavement performance in a manner that would allow incorporation into the mechanistic-empirical pavement design and analysis procedures. The AASHTO Interim Mechanistic-Empirical Pavement Design Guide Manual of Practice (MEPDG) developed under NCHRP Project 01-37A provides a methodology for the analysis and performance prediction of pavements. However, use of geosynthetics in pavement layers and their influence on distress models have not been addressed in the MEPDG. Procedures that quantify the influence of geosynthetics on pavement performance will help in determining the payoff obtained by using these materials and selecting the appropriate material for a specific application. Such information is not readily available. Therefore, research is needed to (1) evaluate those tests currently used for characterizing geosynthetics and, if necessary, identify new tests that relate to performance and (2) develop a methodology for quantifying the influence of geosynthetics on pavement performance for use in pavement design and analysis. This information can be incorporated into the MEPDG thus allowing a rational analysis and design procedure of flexible and rigid pavements in which geosynthetics are used in conjunction with unbound bases/subbases. The objective of this research is to develop a methodology for quantifying the influence of geosynthetics on pavement performance for use in pavement design and analysis. The methodology shall be consistent with the MEPDG framework to facilitate incorporation into the MEPDG. This research is concerned with the use of geosynthetics in conjunction with unbound base/subbase layers (i.e., within the layer or as a subgrade/base interface layer) for flexible and rigid pavements KW - Flexible pavements KW - Geosynthetics KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pavement distress KW - Pavement layers KW - Pavement performance KW - Rigid pavements UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2949 UR - https://trid.trb.org/view/1329143 ER - TY - RPRT AN - 01587404 AU - Lenth, John AU - Dugapolski, Rebecca AU - Herrera Environmental Consultants, Incorporated AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Compost-Amended Biofiltration Swale Evaluation PY - 2011/09//Research Report SP - 109p AB - From May 2009 through June 2010, Herrera Environmental Consultants conducted hydrologic and water quality monitoring of a compost-amended biofiltration swale and a standard (control) biofiltration swale in the median of State Route 518 for the Washington State Department of Transportation. Herrera conducted this monitoring to obtain performance data that supports the issuance of a General Use Level Designation (GULD) for the compost-amended biofiltration swale from the Washington State Department of Ecology. This monitoring was performed in accordance with procedures described in "Guidance for Evaluating Emerging Stormwater Treatment Technologies; Technology Assessment Protocol – Ecology (TAPE)" (Ecology 2008). This document is a technical evaluation report on the compost-amended biofiltration swale, prepared by Herrera and based on results of the monitoring described above. The goal of this report is to demonstrate satisfactory performance of the compost-amended biofiltration swale for issuance of a GULD for basic, enhanced (dissolved metals removal) and oil treatment. KW - Best practices KW - Biofiltration ponds (Highway stormwater runoff) KW - Compost KW - Hydrologic monitoring KW - Medians KW - Metals KW - Oils KW - Runoff KW - Swales KW - Washington (State) KW - Water quality UR - http://www.wsdot.wa.gov/research/reports/fullreports/793.1.pdf UR - https://trid.trb.org/view/1395635 ER - TY - RPRT AN - 01571979 AU - Boriboonsomsin, Kanok AU - Scora, George AU - Wu, Guoyuan AU - Barth, Matthew AU - University of California, Riverside AU - Federal Highway Administration TI - Improving Vehicle Fleet, Activity, and Emissions Data for On-Road Mobile Sources Emissions Inventories PY - 2011/09//Final Report SP - 166p AB - The goal of this research is to improve the estimation or measurement of the three data types necessary for on-road emission modeling, namely vehicle fleet data, vehicle activity data, and vehicle emission data. For each of these data types, this research targets specific areas or data elements that are considered gaps in the current state of the knowledge and practices by evaluating alternative data sources as well as developing new tools and methods for filling such gaps. Specifically, the objectives of this research are to: (1) Review the current state of the practice in estimating vehicle class and age distributions, vehicle miles traveled of heavy-duty trucks, and idling hours of heavy-duty trucks; (2) Evaluate the use of license plate survey in conjunction with vehicle registration database and vehicle identification number (VIN) decoder to estimate local vehicle fleet data; (3) Evaluate the use of alternative sources of heavy-duty truck (HDT) activity data including truck’s electronic control unit (ECU) and telematics-based vehicle tracking and monitoring system to generate HDT activity data inputs for the Motor Vehicle Emission Simulator (MOVES); (4) Develop methods for fusing HDT activity datasets from multiple sources to result in more refined and accurate HDT activity data; and (5) Measure emissions from recent model year HDTs at different loaded vehicle weight. KW - Case studies KW - Data collection KW - Engine idling KW - Estimating KW - Heavy duty trucks KW - License plates KW - Mobile sources KW - Motor Vehicle Emission Simulator (MOVES) KW - Pollutants KW - State of the practice KW - Telematics KW - Vehicle fleets UR - http://www.fhwa.dot.gov/environment/air_quality/conformity/research/improving_data/taqs.pdf UR - https://trid.trb.org/view/1363086 ER - TY - RPRT AN - 01509735 AU - United States Federal Highway Administration TI - Interstate-5 Columbia River Crossing project, Vancouver, Washington and Portland, Oregon : environmental impact statement PY - 2011/09//Volumes held: Draft(2v), F(2v), Fapp KW - Environmental impact statements UR - https://trid.trb.org/view/1294059 ER - TY - RPRT AN - 01457373 AU - Federal Highway Administration AU - Volpe National Transportation Systems Center TI - Geographic Information Systems Applications for Climate Change Decision-Making Peer Exchange Summary Report, Atlanta, Georgia, September 26-27, 2011 PY - 2011/09 SP - 21p AB - On September 26-27, 2011, the Federal Highway Administration's (FHWA) Office of Planning sponsored a 1.5 day peer exchange in Atlanta, Georgia focusing on the use of geographic information systems (GIS) to support transportation related climate change decisions. The Atlanta Regional Commission hosted the peer exchange. Participants included staff from the Maine Geological Survey, Maryland State Highway Administration, New England Environmental Finance Center, Sacramento Area Council of Governments, Southern Maine Regional Planning Commission, Washington Department of Transportation, FHWA Headquarters, and the Volpe National Transportation Systems Center. The purpose of the peer exchange was to allow participants to: share their knowledge and experiences with each other; discuss lessons learned and challenges; and Identify ways to improve agencies' abilities to develop and manage GIS/climate change applications, share geospatial data, and support public outreach through GIS technologies. This report provides overviews of the presentations given at the peer exchange and the associated questions and answers. It concludes with a summary of the roundtable discussions. KW - Climate change KW - Geographic information systems KW - Peer exchange KW - State of the practice KW - Transportation planning UR - http://www.gis.fhwa.dot.gov/documents/GIS_for_Climate_Change_Proceedings.htm UR - http://www.gis.fhwa.dot.gov/documents/GIS_for_Climate_Change_Proceedings.pdf UR - https://trid.trb.org/view/1225458 ER - TY - RPRT AN - 01448596 AU - Park, Hyun-A AU - Robert, William AU - Spy Pond Partners, LLC AU - Federal Highway Administration TI - Asset Management and Safety Peer Exchange - Beyond Pavement and Bridges: Transportation Asset Management with a Focus on Safety PY - 2011/09//Final Report SP - 60p AB - This report summarizes the proceedings of the Asset Management and Safety Peer Exchange hosted by the Federal Highway Administration (FHWA) and the American Association of State Highway and Transportation Officials (AASHTO). The peer exchange was held in Cheyenne, WY on August 2, 2011. The peer exchange addressed various aspects of asset management and safety – How can one improve safety performance through better asset management? What are effective ways to manage safety assets? How do agencies plan, prioritize, and budget safety asset needs? Managers from state departments of transportation (DOTs) and FHWA gathered to dialogue on best practices, challenges, and sharing of experiences. KW - Asset management KW - Best practices KW - Budgeting KW - Highway safety KW - Peer exchange KW - State departments of transportation KW - Strategic planning UR - http://www.fhwa.dot.gov/asset/hif12005/hif12005.pdf UR - https://trid.trb.org/view/1215783 ER - TY - SER AN - 01446045 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Leng, Zhen AU - Al-Qadi, Imad AU - University of Illinois, Urbana-Champaign AU - Illinois Tollway AU - Federal Highway Administration TI - Comparative Life Cycle Assessment between Warm SMA and Conventional SMA PY - 2011/09 IS - 11-090 SP - 24p AB - This report presents the comparative life cycle assessment (LCA) between warm stone mastic asphalt (SMA) and conventional SMA. Specifically, the study evaluated and compared the life cycle environmental and economic performances of two mixtures: a warm SMA binder course mixture with a chemical additive and a control hot SMA binder course mixture. Both of these mixtures were utilized as part of a complete overlay project on the Veterans Memorial Expressway (I-355) near Chicago as part of the Illinois Tollway system. The results of this study indicate that the warm SMA provides significant environmental benefits compared to the control hot SMA. When the mixing temperature was decreased from 325 to 280 degrees Fahrenheit (168 to 138 Celsius), the overall environmental impact of the material, production, transportation, and placement was reduced by 6.4% due to the use of warm mix additive. More environmental benefits can be expected if the mixing temperature is further lowered. It was also concluded that using warm mix additive slightly increases the initial construction cost of SMA pavement. However, the warm SMA overlay allows for traffic to be opened earlier, so the user cost caused by traffic delay is reduced, and the total economic cost of the warm SMA is lower than that of the control SMA. In addition, the warm SMA allows for the use of a higher percentage of reclaimed asphalt pavement (RAP) because of less binder aging. With a 10% increase in RAP usage, the initial construction cost of the warm SMA becomes 3.5% lower than that of the control SMA. The overall performances of the control SMA and the warm SMA were compared by calculating a weighted environmental and economic score and the total cost (environmental, agency, and user costs). Both the weighted score and total cost data show that the warm SMA provides better overall performance compared to the control SMA. Therefore, besides being more environmentally friendly, the warm SMA is also economically competitive compared to the control SMA. This study did not include the cost benefits of the warm SMA due to an extended paving season and longer hauling distance because these benefits are difficult to quantify. In addition, the warm SMA may reduce the risk of poor compaction during construction, which ensures long-term pavement performance, and therefore saves costs related to maintenance and rehabilitation. KW - Alternatives analysis KW - Asphalt mixtures KW - Benefit cost analysis KW - Bituminous binders KW - Economic analysis KW - Environmental impact analysis KW - Hot mix asphalt KW - Illinois Tollway KW - Life cycle analysis KW - Stone matrix asphalt KW - Warm mix paving mixtures UR - http://www.ict.illinois.edu/Publications/report%20files/ICT-11-090.pdf UR - http://ntl.bts.gov/lib/45000/45700/45766/ICT-11-090.pdf UR - https://trid.trb.org/view/1212516 ER - TY - RPRT AN - 01444849 AU - Ziegler, Francis G AU - Butts, Linda AU - Nelson, Mark AU - Mongeon, Karin AU - North Dakota Department of Transportation AU - National Highway Traffic Safety Administration AU - Federal Highway Administration TI - Highway Safety Plan: Federal Fiscal Year 2012 PY - 2011/09 SP - 55p AB - In 2010, 105 people died on North Dakota roads. This is fewer fatalities than 2009, when the state experienced 140 fatalities--the most motor vehicle crash fatalities in the state since 1982. North Dakota has been ranked consistently as one of the safest states in the nation and strives to maintain this distinction through effective traffic safety programs. The number of motor vehicle fatalities each year in North Dakota has dropped from a high of 227 in 1971 to 105 in 2010. The fatality rate has reflected a decrease from 5.73 deaths per 100 million vehicle miles of travel (VMT) in 1971 to 1.26 deaths per 100 million VMT in 2010. Historically (dating back to 1979), North Dakota's motor vehicle fatality rate had been consistently lower than the national fatality rate. But, twenty years later, in 1999, the state's fatality rate crept beyond the national rate and again in recent years (2005, 2007, 2008, 2009 and 2010). This document includes a review of the states performance plan, measures, and goals in implementing and administering their highway safety plan. KW - Administration KW - Crash rates KW - Fatalities KW - Highway safety KW - Implementation KW - North Dakota KW - Safety management KW - Transportation planning UR - http://www.dot.nd.gov/divisions/safety/docs/2012-HSP-Final.pdf UR - https://trid.trb.org/view/1212413 ER - TY - RPRT AN - 01376243 AU - Littleton, Paul AU - Mallela, Jagannath AU - Applied Research Associates, Incorporated AU - Federal Highway Administration AU - Federal Highway Administration TI - Wisconsin Demonstration Project: Multiple Bridge Reconstruction on WIS 25 Across the Mississippi River PY - 2011/09//Final Report SP - 46p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the Wisconsin Department of Transportation (WisDOT) was awarded a $1 million grant to demonstrate the use of proven, innovative technologies to deliver a $12.5 million project in less time than conventional construction. This report discusses the use of multiple temporary bypass bridges to facilitate the reconstruction of a series of existing bridges. Through the use of bypass bridges to keep traffic flowing at minimal delay and at greater worker and public safety than traditional construction methods, this project surpassed the Highways for LIFE goals of fast, safe, and efficient reconstruction of structurally deficient bridges in an environmentally sensitive wetland. The bypasses enhanced the durability of the finished bridges by allowing for monolithic deck construction, which eliminated the longitudinal deck joint associated with traditional staged construction methods. This project also included innovations such as open pile bents, high performance concrete (HPC), precast bridge elements, and specially designed approach aprons, all of which added to the quality of the bridges. The construction time was reduced by 45 percent compared to traditional staged construction. In addition, an estimated $3.6 million was saved in the total costs of construction, user delay, and safety costs, with the bulk of the savings attributed to minimizing delay costs. In other words, the innovations used in this project had a 29 percent cost benefit over traditional methods. While not meeting every HfL goal, the innovations demonstrated on the project are a step forward for WisDOT in terms of implementing future bridge projects where multiple temporary bypass bridges can by utilized to increase safety, increase quality, and save time and money. KW - Bridge construction KW - Bridge members KW - Bypasses KW - High performance concrete KW - Precast concrete KW - Reconstruction KW - Temporary KW - Wisconsin UR - http://www.fhwa.dot.gov/hfl/summary/pdfs/wi.pdf UR - https://trid.trb.org/view/1143903 ER - TY - RPRT AN - 01369580 AU - Thomas, Gary B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Fundamentals of Video Over IP and Systems Engineering: Workshop Materials PY - 2011/09 SP - n.p. AB - This is a one-day workshop on the fundamentals of video over internet protocol (IP) and how the systems engineering process can be used to develop and implement such projects. It was developed as a Texas Department of Transportation (TxDOT) implementation project for TxDOT project 0-5942 (Development of a Video Over IP Guidebook). KW - Highway traffic control KW - Systems engineering KW - Video technology UR - http://tti.tamu.edu/documents/5-5942-01-P1.zip UR - https://trid.trb.org/view/1138291 ER - TY - RPRT AN - 01368809 AU - Ghosn, Michel AU - Sivakumar, Bala AU - Miao, Feng AU - City College of New York of the City University of New York AU - New York State Department of Transportation AU - Federal Highway Administration TI - Load and Resistance Factor Rating (LRFR) in NYS: Volume I PY - 2011/09//Final Report SP - 170p AB - This report develops a Load and Resistance Factor Rating (NYS-LRFR) methodology for New York bridges. The methodology is applicable for the rating of existing bridges, the posting of under-strength bridges, and checking Permit trucks. The proposed LRFR methodology is calibrated to provide uniform reliability index values for all applications. The reliability calibration of live load factors is based on live load models developed using Truck Weigh-In-Motion (WIM) data collected from several representative New York sites. The live load models provide statistical projections of the maximum live load effects expected on New York bridges. A new set of NYS Legal Trucks along with appropriate live load factors are proposed for performing Operating Level Ratings of existing bridges. Permit load factors are calibrated for unlimited crossings of divisible loads as well as single crossings and unlimited crossings of non-divisible loads. An equation is proposed for determining Posting weight limits for bridges with low Rating Factors as a function of the effective span length. It is proposed that different posting weights be imposed for single unit trucks and semi-trailer trucks. KW - Bearing capacity KW - Bridges KW - Live loads KW - Load and resistance factor design KW - New York (State) KW - Reliability index KW - Trucks KW - Weigh in motion UR - http://ntl.bts.gov/lib/44000/44400/44422/C-06-13__vol_1_Final_Report.pdf UR - http://ntl.bts.gov/lib/46000/46700/46735/Final-Report-Load-and-Resistance-Volume1.pdf UR - https://trid.trb.org/view/1137350 ER - TY - RPRT AN - 01368591 AU - Gonzalez, Epigmenio AU - Liu, Wenxing AU - Murphy, Mike AU - O'Connor, James T AU - Bhat, Chandra R AU - Yildirim, Yetkin AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Literature Review of Current Practices in Dealing with Fluctuations of Maintenance Budgets PY - 2011/09//Technical Report SP - 25p AB - A literature review was conducted to investigate current budget cutting strategies used in routine roadway maintenance planning, including methods and techniques that are employed by other state and international transportation organizations. Methods that quantify impact and increased risk factors from the reduction of routine maintenance activities were investigated. Methods developed based upon previous research were tabulated and evaluated by objective criteria such as cost savings, resource savings, and road user/stakeholder satisfaction. The researchers reviewed the data and identified the most effective risk analysis techniques, which served as the basis for the maintenance risk modeling under this project. KW - Budgeting KW - Highway maintenance KW - Impacts KW - Literature reviews KW - Risk analysis UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6623_1.pdf UR - https://trid.trb.org/view/1137207 ER - TY - RPRT AN - 01368089 AU - Mahmoud, Khaled M AU - Bridge Technology Consulting (BTC) AU - New York State Department of Transportation AU - New York State Bridge Authority AU - Federal Highway Administration TI - BTC Method for Evaluation of Remaining Strength and Service Life of Bridge Cables PY - 2011/09//Final Report SP - 93p AB - This report presents the BTC method; a comprehensive state-of-the-art methodology for evaluation of remaining strength and residual life of bridge cables. The BTC method is a probability-based, proprietary, patented, and peer-reviewed methodology, which applies to parallel and helical; either zinc-coated or bright wire of suspension and cable-stayed bridge cables. The BTC method includes random sampling without regard to wire appearance, mechanical testing of wires, determining the probability of broken and cracked wires, evaluating ultimate strength of cracked wires employing fracture mechanics principles and utilizing the above data to assess remaining strength in each investigated length of the cable. The probabilistic-based BTC method forecasts remaining service life of the cable by determining the rate of growth in broken and cracked wires proportions detected over a time frame, measuring the rate of change of fracture toughness over same time frame, and applying the rates of change to a strength degradation prediction model. The BTC method provides sensitivity analysis to identify the key inputs, which influence the estimated cable strength and assist decision-making process. The report describes the application of BTC method at Mid-Hudson Bridge in Highland, New York, conducted by Bridge Technology Consulting (BTC), under a joint contract with New York State Department of Transportation (NYSDOT) and New York State Bridge Authority (NYSBA). The BTC method has been peer-reviewed by MTA Bridges & Tunnels, NYSDOT and NYSBA. To date, the BTC method has been applied to evaluate cable strength at the Bronx-Whitestone Bridge and Mid-Hudson Bridge, in the state of New York, USA. KW - Bridge cables KW - Bridge wire KW - Fracture mechanics KW - New York (State) KW - Probability KW - Service life KW - State of the art KW - Steel wire KW - Strength of materials KW - Structural health monitoring UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-07-11_final%20report.pdf UR - https://trid.trb.org/view/1136593 ER - TY - RPRT AN - 01367574 AU - Cooner, Scott A AU - Ranft, Stephen E AU - Zimmerman, Carol AU - Battelle AU - Federal Highway Administration TI - An Agency Guide on Overcoming Unique Challenges to Localized Congestion Reduction Projects PY - 2011/09//Final Report SP - 56p AB - FHWA’s Localized Bottleneck Reduction Initiative (LBR) program focuses attention on mitigating the operational causes of recurring congestion “hot spots” (i.e., traffic bottlenecks) at ramps, merges, lane drops, intersections, weaves, etc. One of the efforts of the LBR program is to encourage agencies to adopt a defined, “named” annualized spot-congestion program in the same manner that they might have an annualized spot-safety program for high crash locations. This document was developed to provide guidance to state and local transportation personnel on how to overcome barriers and challenges to implementation of localized congestion relief projects. It presents and describes examples of institutional, design, funding and safety challenges that agencies face when trying to develop unique solutions to localized congestion problems. The main questions that this guidance helps an agency address are: 1. What are the most common barriers and challenges with addressing localized congestion problems? 2. What are some case study examples that highlight how barriers and challenges were overcome? 3. What are some of the key factors in successful implementation of localized bottleneck projects? The document also presents nine detailed case studies of projects and programs that illustrate how to overcome common barriers and challenges. The case studies were chosen to highlight agencies that have implemented effective projects in a unique and praiseworthy fashion. The final section provides some high-level guidance and practical ideas on how to implement successful solutions to localized congestion problems based on experience and information gathered during this project. KW - Bottlenecks KW - Congestion management systems KW - Implementation KW - Traffic congestion KW - Traffic mitigation UR - http://www.ops.fhwa.dot.gov/publications/fhwahop11034/fhwahop11034.pdf UR - https://trid.trb.org/view/1136260 ER - TY - RPRT AN - 01367172 AU - Brown, Rebecca Nelson AU - Gorres, Joseph AU - Sawyer, Carl AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - Development of Salt Tolerant Grasses for Roadside Use PY - 2011/09//Final Report SP - 58p AB - Roadsides in Rhode Island and elsewhere are planted to mowed turfgrass in order to prevent erosion, improve aesthetics, maintain visibility, and provide a safe means of stopping errant vehicles. However, there are a number of ways in which mowed turfgrass is failing to meet the expectations of highway managers and the traveling public. Regular mowing and turf maintenance is expensive. Use of non-native plants has resulted in problems with invasive species. Most importantly, the seeded turfgrasses are not surviving in the roadside environment and so are failing to prevent erosion. Solving this problem requires answering two questions: why are the seeded turfgrasses dying and how can this be fixed given severe limitations on funding? The purpose of this study was to seek answers to the first question, and then generate possible solutions to the second. The initial hypothesis was that high levels of deicing salt were responsible for the damage. This hypothesis was tested by establishing test plots of 21 grass varieties selected for tolerance to salt in the high-salt zone at two locations: I-95 North in Hopkinton, and I-295 North in Lincoln. The grass variety trial was combined with a test of two potential low-cost soil amendments: yard waste compost and biosolids. Salt deposition was monitored over two winters at six sites to determine how much salt the grass was being exposed to, and how long the salt persisted in the root zone. Persistence is important because the grass is more sensitive to salt damage when it is actively growing (April-October) than during the winter months. At the same time, the vegetation on established, mowed roadsides was surveyed to determine which plant species were surviving, as these might be good candidates for inclusion in a modified seed mix. It was found that salt tolerant grasses showed no improvement in survival over the grass varieties already in use, even though the salt tolerant grasses had shown significantly better survival in greenhouse salt screening trials. This suggested that the salt was not the primary cause of vegetation failure; the finding that the salt did not persist in the root zone at levels high enough to cause plant damage past early April further supported this hypothesis. Soil amendment, however, had a dramatic effect on turfgrass survival. Perennial vegetation cover on plots amended with biosolids remained above 50% throughout the two-year study, and beyond. At the beginning of this study it was assumed that most of the vegetation surviving on mowed roadsides was the turfgrasses seeded by the Rhode Island Department of Transportation (RIDOT) or weeds such as quack grass, sheep sorrel, and crab grass. However, in surveys of seven sites in mowed areas along limited access highways in Rhode Island the authors found a total of 80 plant species, approximately half of which are native to Rhode Island.. The results suggest that the seed mix used by RIDOT is not persisting on the roadside, but that it is gradually being replaced by native or naturalized species. Reductions in mowing would further this process, as they would permit more of these naturally-occurring plants to mature seed, filling in gaps created by vehicles and other disturbances. KW - Deicing chemicals KW - Grasses KW - Mowing KW - Native plants KW - Rhode Island KW - Roadside flora KW - Soil amendments UR - http://www.dot.state.ri.us/documents/engineering/research/Reports/FHWA-RIDOT-RTD-07-2A.pdf UR - https://trid.trb.org/view/1135973 ER - TY - RPRT AN - 01365479 AU - National Association of Development Organizations AU - Federal Highway Administration TI - Transportation Project Prioritization and Performance-based Planning Efforts in Rural and Small Metropolitan Regions PY - 2011/09 SP - 28p AB - In early 2011, the National Association of Development Organizations (NADO) Research Foundation conducted a scan of regional planning and development organizations to determine common regional planning activities conducted in nonmetropolitan and small metropolitan areas, as well as how rural regions make decisions about recommendations for investments made through the statewide transportation planning process. This research effort expands upon previous work on transportation planning in small communities and improves knowledge of the state of the practice. With resources for both planning and projects constrained, transportation agencies and policymakers are seeking ways to ensure that investments are appropriate and will provide substantial benefit to their communities and the transportation network. KW - Regional planning KW - Regional transportation KW - Rural areas KW - Small cities KW - Strategic planning KW - Transportation planning UR - http://www.nado.org/wp-content/uploads/2011/11/RPOprioritization.pdf UR - https://trid.trb.org/view/1134249 ER - TY - RPRT AN - 01363078 AU - Taylor, Peter AU - Ramussen, Robert Otto AU - Torres, Helga AU - Fick, Gary AU - Harrington, Dale AU - Cackler, Tom AU - Iowa State University, Ames AU - Federal Highway Administration TI - Interim Guide for Optimum Joint Performance of Concrete Pavements PY - 2011/09 SP - 22p AB - The purpose of this guide is to help practitioners understand how to optimize concrete pavement joint performance through the identification, mitigation, and prevention of joint deterioration. It summarizes current knowledge from research and practice to help practitioners access the latest knowledge and implement proven techniques. Emphasizing that water is the common factor in most premature joint deterioration, this guide describes various types of joint deterioration that can occur. Some distresses are caused by improper joint detailing or construction, and others can be attributed to inadequate materials or proportioning. D cracking is a form of joint distress that results from the use of poor-quality aggregates. A particular focus in this guide is joint distress due to freeze-thaw action. Numerous factors are at play in the occurrence of this distress, including the increased use of a variety of deicing chemicals and application strategies. Finally, this guide provides recommendations for minimizing the potential for joint deterioration, along with recommendations for mitigation practices to slow or stop the progress of joint deterioration. KW - Concrete pavements KW - D cracking KW - Deterioration KW - Freeze thaw tests KW - Pavement distress KW - Pavement joints KW - Portland cement concrete UR - http://ntl.bts.gov/lib/43000/43500/43505/JointDeterioration_508Compliant.pdf UR - https://trid.trb.org/view/1131564 ER - TY - RPRT AN - 01362931 AU - Kintsch, Julia AU - Singer, Paige AU - Huijser, Marcel AU - Crane, Jeff AU - Huyett, Alison AU - Western Transportation Institute AU - Colorado Department of Transportation AU - Federal Highway Administration TI - A Regional Ecosystem Framework for Terrestrial and Aquatic Wildlife along the I-70 Mountain Corridor in Colorado: An Eco-Logical Field Test PY - 2011/09//Final Report SP - 183p AB - Balancing transportation demands with wildlife needs is an ongoing challenge for departments of transportation everywhere. The Federal Highway Administration developed the Eco-Logical framework, an ecosystem based approach to better integrate wildlife considerations and engage stakeholders in transportation planning. In Colorado, the I-70 Mountain Corridor (the Corridor) is recognized as a major barrier to movement for a number of wildlife species. The ultimate objective of the I-70 Eco-Logical Project was to apply the framework in order to develop solutions for mitigating the impacts of transportation on wildlife habitat along the Corridor. Stakeholders collaborated to compile baseline information on the presence of and use of existing crossing structures, develop recommendations for mitigating the impacts of roads and traffic on wildlife, facilitate the environmental review process, and provide an enhanced forum for stakeholder involvement. KW - Animal behavior KW - Aquatic life KW - Colorado KW - Ecosystems KW - Environmental impacts KW - Habitat (Ecology) KW - Interstate highways KW - Mountain roads KW - Planning methods KW - Regional planning KW - Stakeholders KW - Wildlife KW - Wildlife crossings UR - http://www.westerntransportationinstitute.org/documents/reports/4W2536_Final_Report.pdf UR - https://trid.trb.org/view/1128279 ER - TY - RPRT AN - 01361144 AU - Cole, David AU - National Association of Development Organizations AU - Federal Highway Administration TI - Connecting the D.O.T.s: A Guide for Connecting with Your Department of Transportation PY - 2011/09 SP - 44p AB - This guide is intended to provide regional planning and development agencies (regional development organizations or RDOs) some level of insight into the operations of a Department of Transportation (DOT), using MaineDOT as a model, as well as some helpful tips on how to successfully navigate these large, complex organizations. KW - Department of Transportation KW - Government agencies KW - Guidelines KW - Maine KW - Management and organization KW - Regional planning KW - Transportation departments UR - http://www.nado.org/wp-content/uploads/2011/09/Cole_ConnectDOTs.pdf UR - https://trid.trb.org/view/1127194 ER - TY - SER AN - 01361100 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Kuchma, Daniel AU - Hahin, Christopher AU - Hart, Christopher AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Drop Weight Testing of Brass Breakaway Couplings PY - 2011/09 SP - 39p AB - This was the first phase of an investigation to determine the suitability of free-cutting brass couplings for use in minimizing vehicular damage and driver or passenger injury when light poles are impacted. Breakaway couplings are required by Federal regulation to fracture when a modest size sedan traveling at 20 miles per hour or greater impacts a supported light pole. The required limit of impact deceleration that would be experienced by persons in this vehicle is limited to 5 m/s [16.4 ft/sec] at 20 and 60 mph. These brass couplings are intended to replace currently used aluminum or steel couplings, which could potentially save significant resources for the State of Illinois, as well as other states. This investigation used drop weight testing on a short strike tube that was attached to the couplings and then to a concrete pedestal which simulated an actual concrete foundation. The focus of the drop weight testing was to determine the size and depth of grooves needed to be cut into the brass couplings to provide the desired breakaway performance. This testing compared a variety of designs produced by the Illinois DOT with the Transpo SPM 4100 high strength steel coupling which had already been approved by the Federal Highway Administration. The test program used a rigid steel cylinder and thick base plate which simulated an actual light pole. Because of the nature of the drop weight test set up, certain variables, including the weight of the light pole and luminaries, its stiffness and radius of gyration, and stiffness of the impact point in an actual crash, could not be simulated. However, these variables were tested later in full scale pendulum impact tests in the second phase of this project. KW - Brass KW - Breakaway supports KW - Couplings KW - Illinois KW - Impact tests KW - Injuries KW - Lighting columns KW - Luminaires UR - http://hdl.handle.net/2142/45824 UR - https://trid.trb.org/view/1126762 ER - TY - RPRT AN - 01361054 AU - Federal Highway Administration AU - Transport Canada AU - U.S. Customs and Border Protection AU - Canada Border Service Agency TI - Effort to Test, Evaluate and Deploy Technologies to Automate the Measurement of Real-Time Border Wait Times at United States - Canada Land Border Crossings PY - 2011/09//Tech Brief SP - 9p AB - The United States and Canada share the largest bi-national trading relationship in the world. An efficient and cost-effective border crossing system for both freight and passenger vehicle traffic is thus vital to the economic well-being and security of both countries. A 2005 study conducted by the Ontario Chamber of Commerce estimated United States-Canada border delays cost approximately $10 billion per year—more than $4 billion annually to the US economy and about $6 billion a year to the Canadian economy. While it is impossible to eliminate all delay due to the necessary and effective completion of compliance activities and other operational requirements, the need exists to identify and implement solutions that reduce unnecessary delay. Collecting timely and accurate data regarding the amount of time that border users wait to cross is crucial to creating a more reliable border crossing experience. Such data can be used to: (1) Enable drivers to make more informed decisions about when and where to cross the border; (2) Operate transportation and border facility systems effectively; (3) Plan appropriately for future needs; (4) Evaluate the effects of various improvement initiatives; and (5) Educate and inform public agency and industry officials, and the motoring public. In an effort to move toward timely and accurate information, this project is designed to develop an automated process for collecting border wait times that will be facilitated by the use of existing or emerging technology. This effort is sponsored by the bi-national, multi-agency Border Wait Time Working Group (BWT-WG) comprised of representatives from US and Canadian Transportation and Customs agencies and is supported by stakeholders that operate at or near the border. The objectives of this project are to identify, implement, test, and evaluate several technologies for automated measurement of border wait times. The intent is to explore the viability of different options and establish their ability to meet the information needs of border stakeholders reliably. KW - Border crossing time KW - Canada KW - Cost effectiveness KW - Passenger vehicles KW - Traffic delays KW - Trucks KW - United States UR - http://ops.fhwa.dot.gov/publications/fhwahop11025/bwt_techbrf.pdf UR - https://trid.trb.org/view/1126756 ER - TY - RPRT AN - 01360988 AU - Galarus, Douglas AU - Veneziano, David AU - Richter, Daniel AU - Bateman, Kelvin AU - Koon, Leann AU - Western Transportation Institute AU - Federal Highway Administration TI - Western States One-stop Shop for Rural Traveler Information: Research on Clarus System Data PY - 2011/09//Final Report SP - 104p AB - Weather is a primary item of interest to travelers, but is generally scattered of numerous sources and in varying formats, making it difficult to assemble prior to travel. Within this project, a website was developed to display Clarus ESS data, along with other information streams such as Department of Transportation (DOT) Intelligent Transportation System (ITS) field elements, closed circuit televisions (CCTV), planned and active closures, incidents, weather sensor readings from non-DOT sources, National Weather Information Service, etc. covering all of California, Oregon, Washington and Nevada. The developed product displays weather information for this region in a manner that is easily accessed and understood by users. There remain a number of challenges for subsequent development including optimization of code to support a greater number of prospective users and implementation for further interface elements, particularly to enhance route planning functionality. “Information at a Glance” was achieved in presenting information to users by way of intuitive, graphical displays. User survey results and data provided by Google Analytics™ indicated that the website has been well examined and received by users. Based on the work completed during this project, a mechanism to provide travelers with comprehensive weather and highway information across the state and jurisdictional boundaries as demonstrated. KW - California KW - Clarus KW - Closed circuit television KW - Intelligent transportation systems KW - Nevada KW - Oregon KW - Road weather information systems KW - Route planning KW - Traveler information and communication systems KW - Washington (State) KW - Websites (Information retrieval) UR - http://www.westerntransportationinstitute.org/documents/reports/4W3347_Final_Report.pdf UR - http://ntl.bts.gov/lib/43000/43200/43281/FHWA-JPO-11-153_Clarus_OSS_Final_Report_WTI_FINAL.pdf UR - https://trid.trb.org/view/1126444 ER - TY - RPRT AN - 01360986 AU - Apeagyei, Alex K AU - Diefenderfer, Stacey D AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Asphalt Material Design Inputs for Use with the Mechanistic-Empirical Pavement Design Guide in Virginia PY - 2011/09//Final Report SP - 84p AB - The Guide for the Mechanistic-Empirical Design of New & Rehabilitated Pavement Structures (MEPDG), developed under NCHRP Project 1-37A and recently adopted by the American Association of State Highway and Transportation Officials (AASHTO), offers an improved methodology for pavement design and evaluation. To achieve this improved prediction capability, the MEPDG procedure requires fundamental material properties in addition to certain empirically determined binder and mixture properties as design inputs. One of the key tasks identified by the Virginia Department of Transportation’s (VDOT) Asphalt Concrete MEPDG Committee was the laboratory characterization of asphalt mixtures commonly used in Virginia to generate a catalog of the MEPDG-required design inputs. The purpose of this study was to evaluate, compile, and present asphalt material properties in a format that could be readily used in the MEPDG software and to develop a comprehensive catalog of MEPDG design input parameters for pavement design in Virginia. To achieve this objective, 18 asphalt concrete mixtures, sampled from seven of the nine VDOT districts, were tested using a battery of MEPDG- required tests including dynamic modulus (|E*|), flow number (FN), creep compliance, tensile strength, and beam fatigue tests. Testing involving binder and volumetric properties of the mixtures was also conducted. Finally, rut tests using the asphalt pavement analyzer (APA), a standard VDOT test protocol, were conducted to enable a direct comparison of the APA and FN test results. On the basis of these tests, suggestions for additional studies were made. The results of the study were presented in a form matching the MEPDG input format, and a catalog of design input parameters was developed for the 18 asphalt concrete mixtures. Included in the catalog were binder stiffness, mixture |E*|, mixture gradation, and mixture volumetric properties that would enable a designer the flexibility to select the desired input level (1, 2, or 3) depending on the pavement type. An illustrative example of how the developed inputs could be implemented using the MEPDG software was also provided. The results showed that |E*| master curves of asphalt mixtures obtained using the five standard testing temperatures described in AASHTO TP 62 could be obtained by testing at only three temperatures, which could result in a substantial reduction of testing time. The results also showed that the FN test was a sensitive test for evaluating rutting susceptibility of asphalt mixtures in the laboratory. The FN test was found to be sensitive to binder stiffness, mixture stiffness, mixture volumetric properties, aggregate gradation, and amount of recycled asphalt pavement (RAP) for the mixtures considered in this study. The study recommends that the catalog of input data for typical asphalt mixtures developed in this study be considered for pavement design in Virginia. The data followed expected trends and compared quite well with those reported in previous studies. Further studies should be conducted to evaluate the FN test as an additional tool for evaluating rutting in asphalt mixtures. Mixtures containing higher amounts of RAP (>20%) exhibited comparatively lower rutting resistance than those with 20% or less RAP. This phenomenon was unexpected since it is generally believed that adding more RAP should result in stiffer and hence more rut-resistant mixtures. Additional research should be conducted to investigate this phenomenon further. KW - Asphalt pavements KW - Full-depth reclamation KW - In-place recycling KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Recycled asphalt pavements KW - Rehabilitation (Maintenance) KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/12-r6.pdf UR - https://trid.trb.org/view/1126807 ER - TY - SER AN - 01360975 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Andrawes, Bassem AU - Pozolo, Andrew AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Transfer & Development Lengths in Prestressed Self-Consolidating Concrete Bridge Box and I-Girders PY - 2011/09 SP - 106p AB - Self-consolidating concrete (SCC) is a workable yet stable concrete which flows easily and consolidates under its own weight. Its unique properties can substantially reduce the labor required to pour complex or heavily reinforced structural members. Over the past decade, the American precast industry has taken significant strides to adopt SCC in commercial projects, though concern about early-age bond behavior has limited the material’s application in prestressed members. A general need remains for further research on the bond properties of SCC in full-scale prestressed members. The wide array of specimen types and SCC mixture designs utilized in practice further underscores this need. To explore the application of SCC in Illinois bridge construction, the Illinois Department of Transportation (IDOT) and Illinois Center for Transportation (ICT) sponsored a three-phase study investigating the bond behavior of steel strands in pretensioned bridge box and I-girders. In the first phase, 56 pullout tests were conducted to compare the performance of seven-wire strands embedded in SCC to that of strands in normally consolidated concrete (NCC) blocks. In the second phase, transfer lengths of prestressing strands in two 28-ft. SCC hollow box girders and two 48-ft. SCC I-girders were determined experimentally. In the third phase, development lengths of strands in the four girders were determined through a series of iterative flexural tests. This report details the experimental program for the study’s three phases and compares results to current requirements of the American Concrete Institute (ACI) and the American Association of State Highway and Transportation Officials (AASHTO). The results of this study may prove fundamental to the safe application of SCC within the state of Illinois’ prestressed concrete industry. KW - Bond strength (Materials) KW - Box girders KW - Bridge construction KW - I girders KW - Prestressed concrete KW - Pullout tests KW - Self compacting concrete KW - Transfer length UR - http://hdl.handle.net/2142/45823 UR - https://trid.trb.org/view/1126761 ER - TY - RPRT AN - 01360961 AU - Li, Jianhua AU - Uhlmeyer, Jeff S AU - Mahoney, Joe P. AU - Muench, Stephen T AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Use of the 1993 AASHTO Guide, MEPDG and Historical Performance to Update the WSDOT Pavement Design Catalog PY - 2011/09//Research Report SP - 27p AB - This report describes the preparation of a revised pavement thickness design catalog for the Washington State Department of Transportation (WSDOT) using the 1993 American Association of State Highway and Transportation Officials (AASHTO) Guide, the Mechanistic-Empirical Pavement Design Guide (MEPDG), and WSDOT historical pavement performance data. KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pavement distress KW - Pavement management systems KW - Pavement performance KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/779.1.pdf UR - https://trid.trb.org/view/1126792 ER - TY - RPRT AN - 01359629 AU - National Association of Development Organizations AU - Federal Highway Administration TI - Regional Approaches to Sustainable Development: Linking Economic, Transportation, and Environmental Infrastructure in Rural and Small Metropolitan America PY - 2011/09 SP - 40p AB - This report explores regional sustainable development initiatives in rural and small metropolitan America. Regional development organizations (RDOs) working in all types of communities across the country are designing and implementing strategies to create stronger, more dynamic, more resilient regional economies that are based on quality of place. By bringing together diverse stakeholders, conducting robust data collection, seeking regional consensus, and strategizing rural-urban linkages, RDOs are uniquely positioned to approach sustainable development from a holistic viewpoint. Th e broad perspective off ered by RDOs allows them to analyze a region based on the multiple, interweaved layers of systems that drive regional growth. Th is holistic viewpoint enables regions to collaborate on long-term visions for regional growth and undertake strategic planning and decision-making about key investments. Th rough integrating land use and natural resource systems; transportation, infrastructure, and energy networks; local and regional governance processes; economic systems; and cultural and working landscapes, RDOs shape regional sustainable development and provide key services to position regions as competitive players in the global economy. RDOs conduct analysis and develop strategies to support and enhance assets and strengthen economic development based on quality of place. Many of the nation’s RDOs serve regions that encompass an urban core and rural communities whose economies are inextricably linked. Traditionally, rural economies were largely based on resource-dependent industries, such as agriculture, forestry, or energy production. Today, RDOs in rural areas are working to maximize inherent competitive advantages and foster local, regional, national, and global connections and value chain development. A regional approach to planning and development issues requires strategies that nurture those systems that cross jurisdictional boundaries and connect rural and urban communities, such as water supply systems, food production and distribution, transportation networks, energy supply chains, and others. Th is report highlights several RDOs working in rural and small metropolitan regions to foster more sustainable approaches to regional development, including examples from California, Michigan, North Carolina, and Utah. Th e case studies featured here illustrate the opportunities available to RDOs to undertake sustainable development initiatives using a systems-based approach. Th ese opportunities include data analysis and tools, public engagement, transportation and infrastructure programs, asset-based economic development, cultural heritage and placemaking, and intergovernmental coordination. KW - Coordination KW - Cultural resources KW - Data analysis KW - Economic development KW - Environmental quality KW - Intergovernmental relations KW - Public participation KW - Regional development KW - Regional development organizations KW - Regional planning KW - Regional transportation KW - Rural areas KW - Small cities KW - Sustainable development UR - http://www.nado.org/wp-content/uploads/2011/09/NADO-Sustainable-Devt-2011.pdf UR - https://trid.trb.org/view/1125334 ER - TY - RPRT AN - 01358934 AU - Sheckler, Ross D AU - Calmar Telematics LLC AU - New York State Department of Transportation AU - New York State Energy Research and Development Authority AU - Federal Highway Administration TI - Highway Carbon Footprinting PY - 2011/09//Final Report SP - 26p AB - An effort was undertaken to engage an under-used technology, the TRANSIMS and the MOVES traffic models, in order to advance the utilization of this technology within the state of New York and to examine the value of carbon-footprinting as a metric for planning the highway network. A TRANSIMS model of the NYS Capital District was constructed. Field observations were made throughout the region and used to calibrate the model. The operation of the model was demonstrated for the staff of the Capital District Transportation Committee (CDTC). The full TRANSIMS model has been delivered to both the New York State Energy Research and Development Authority and the CDTC. The project began work on implementing the MOVES environmental model as an extension of the TRANSIMS model but was unable to complete this task. KW - Carbon footprint KW - Energy consumption KW - Environmental impacts KW - Exhaust gases KW - Greenhouse gases KW - Ground transportation KW - Highway planning KW - Microsimulation KW - Motor Vehicle Emission Simulator (MOVES) KW - Network analysis (Planning) KW - New York (State) KW - Pollutants KW - Sustainable transportation KW - Traffic models KW - TRANSIMS (Computer model) UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-08-05%20final%20report_September%202011.pdf UR - https://trid.trb.org/view/1124544 ER - TY - RPRT AN - 01358929 AU - Ghosn, Michel AU - Sivakumar, Bala AU - Miao, Feng AU - City College of New York of the City University of New York AU - New York State Department of Transportation AU - Federal Highway Administration TI - Load and Resistance Factor Rating (LRFR) in NYS: Volume II PY - 2011/09//Final Report SP - 203p AB - This document is Volume II of the Final Report for NYSDOT Research Project No. C-06-13 entitled “Load and Resistance Factor Rating (LRFR) in NYS”. This Volume contains the appendices for the Final Report. The Volume consists of the following: Appendix I – Provides the proposed NYS-LRFR Guidelines for load rating and load posting of New York State bridges. The proposed guidelines are the result of the calibration of the live load factors and load posting procedures calibrated using reliability methods as described in Volume I. Appendix II – Provides a review of current NYSDOT procedures for load rating, load posting and permit load checking. Appendix III – Provides an overview of current National practice related to the load rating, load posting and permit load checking of highway bridges. Appendix IV – Presents a comparison between the ratings obtained using the proposed procedures to those from the current NYSDOT method for a representative sample of New York bridges. KW - Bearing capacity KW - Bridge design KW - Bridge engineering KW - Bridges KW - Design load KW - Guidelines KW - Highway bridges KW - Live loads KW - Load and resistance factor design KW - Load factor KW - Load limits KW - Load tests KW - New York (State) KW - Overweight loads KW - Ratings KW - Reliability KW - Truck traffic KW - Weigh in motion UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-06-13%20Sept_30_2011.pdf UR - http://ntl.bts.gov/lib/46000/46700/46736/Final-Report-Load-and-Resistance-Volume2.pdf UR - https://trid.trb.org/view/1124549 ER - TY - RPRT AN - 01358628 AU - Steinberg, Eric AU - Sargand, Shad AU - Miller, Richard AU - Nims, Douglas AU - Ohio University, Athens AU - University of Cincinnati AU - University of Toledo AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Structural Evaluation of LIC-310-0396 and FAY-35-17-6.82 Box Beams with Advanced Strand Deterioration: Draft Final Report – Phase II PY - 2011/09//Draft Final Report SP - 131p AB - The results are presented from the testing of a full scale three span 43-year-old adjacent prestressed concrete box beam bridge. The project included: (1) Nondestructive evaluation of the bridge; (2) Destructive field testing of the full scale damaged bridge; (3) Data analysis of the experimental testing; (4) Analytical assessment of the field tested bridge; and (5) Summarizing the results of the study in a final report. The nondestructive testing involved the use of ground penetrating radar to assess the concrete of the bridge, a magnetic method to evaluate the procedure of the method on a small portion of the bridge for prestressing strand corrosion, and truck testing to determine initial behavior of the bridge prior to destructive testing. The destructive field testing of the 3 span bridge involved instrumenting and testing each span individually. One span was left in its existing condition to serve as a control while the two other spans were damaged to varying magnitudes prior to testing. The data from the nondestructive and destructive testing were analyzed and comparisons were made to evaluate the behavior of the bridges and damage. The bridge was assessed analytically using standard design procedures, as well as with simple and complex computer software. Load rating of the bridge was also performed. KW - Box beams KW - Computer models KW - Corrosion KW - Destructive tests KW - Deterioration KW - Field tests KW - Ground penetrating radar KW - Load rating (Bridges) KW - Load tests KW - Nondestructive tests KW - Prestressed concrete bridges KW - Prestressing strands KW - Structural analysis UR - http://worldcat.org/oclc/761730955/viewonline UR - https://trid.trb.org/view/1124245 ER - TY - RPRT AN - 01358627 AU - Abbas, Ala R AU - Liang, Robert Y AU - Frankhouser, Andrew AU - Cardina, John AU - Cubick, Karel L AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Green Noise Wall Construction and Evaluation PY - 2011/09 SP - 194p AB - This report details the research performed under Phase I of a research study titled “Green Noise Wall Construction and Evaluation” that looks into the feasibility of using green noise barriers as a noise mitigation option in Ohio. This phase included a thorough review of available green noise barriers to assess their advantages and disadvantages. In addition, it included a questionnaire that was sent out to more than three hundred national and international experts in traffic noise analysis and abatement to document their experience with this type of barriers. Based on the outcome of the literature review and responses to the questionnaire, the Deltalok product was determined to be the most likely product to succeed in Ohio. A prototype Deltalok wall, measuring 15 ft in length, 9 ft in width, and 12 ft in height, was constructed in Covington, Ohio (north of Dayton) to evaluate its structural stability and ability to retain moisture. The prototype wall was equipped with various sensors and devices to monitor its earth pressure and deformation characteristics and examine the moisture and temperature distributions within the barrier. The prototype wall was monitored for a period of two months. The data collected from these sensors and the visual inspections allowed for making several recommendations regarding the construction of the Deltalok system and its use as a green noise barrier. Phase I also included a laboratory plant study that allowed for making recommendations regarding the vegetation selection, soil modification, and watering needs of the Deltalok system. It was not possible in this phase to evaluate plant establishment and long-term survival in a natural highway environment since this requires constructing a full scale barrier and actually planting it, as planned in the second phase. Finally, Phase I estimated the anticipated noise reduction from the proposed full scale green noise barrier using the Federal Highway Administration's Traffic Noise Model Version 2.5. The predicted noise reduction at the proposed barrier site was found to exceed Ohio Department of Transportation's noise barrier design criteria. KW - Aesthetics KW - Green infrastructure KW - Noise barriers KW - Noise control KW - Noise reduction KW - Ohio KW - Prototypes KW - Traffic noise KW - Vegetation UR - http://worldcat.org/oclc/761874538/viewonline UR - https://trid.trb.org/view/1124249 ER - TY - RPRT AN - 01357945 AU - Mallela, Jagannath AU - Gotlif, Alex AU - Littleton, Paul AU - Sadasivam, Suri AU - Darter, Michael I AU - Applied Research Associates, Incorporated AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Evaluation of Longitudinal Joint Tie Bar System PY - 2011/09//Final Report SP - 117p AB - An adequate longitudinal joint tie bar system is essential in the overall performance of concrete pavement. Excessive longitudinal joint openings are believed to be caused by either inadequate tie bar size or spacing or improper tie bar installation. If designed and installed properly, tie bars prevent the joints from opening and consequently improve load transfer efficiency between slabs and between slabs and shoulders, resulting in increased load carrying capacity. This study evaluated the longitudinal joint tie bar system currently used by CDOT, examining the criteria for proper use of tie bars and determining the maximum number of lanes that can be tied together without negatively impacting the concrete pavement structure. An improved mechanistic-empirical tie bar design method was developed. Tie bar design tables with recommended bar size and spacing were provided for each combination of pavement base types, CDOT concrete mixes, and weather stations. Field studies were conducted to investigate longitudinal joint performance and further evaluate the impact of factors related to design and construction practices. The experimental plan for this round of testing included the evaluation of tie bar alignment, measurement of joint load transfer, and measurement of relative slab movement at the joints. In addition, CDOT’s current specifications and practices related to longitudinal joint construction and tie bar design and placement were compared with those of other state agencies. Field testing results revealed that the measured joint openings at some tied longitudinal joints were in the typical range of non-tied slabs, implying that some tied joints performed as poorly as non-tied slabs. The results indicate the possibility of tie bar failure due to loss of concrete-steel bonding or yielding of tie bar steel. Another key finding was the possible impact of tie bar misalignment or misplacement on poor longitudinal joint performance. Testing indicated that the measured joint openings were wider when the tie bars did not connect to the other side of the joint, or when the embedment lengths were inadequate. On the other hand, tie bars with adequate embedment length on both sides of the joint, even when misaligned, appear to hold the joint tight. CDOT should adopt the mechanistic-empirical tie bar design procedure developed in this study. The research team recommends that CDOT conduct more rigorous experimental and field testing covering various base material types and concrete mixtures to obtain Colorado-specific model parameters for implementation. KW - Bearing capacity KW - Colorado KW - Concrete pavements KW - Load transfer KW - Longitudinal joints KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pavement performance KW - Paving KW - Tie bars UR - http://www.coloradodot.info/programs/research/pdfs/2011/tiebars.pdf/at_download/file UR - https://trid.trb.org/view/1122576 ER - TY - RPRT AN - 01357896 AU - Ullman, Gerald L AU - Lomax, Timothy J AU - Scriba, Tracy AU - Texas Transportation Institute AU - Federal Highway Administration TI - A Primer on Work Zone Safety and Mobility Performance Measurement PY - 2011/09 SP - 68p AB - This primer has been developed to assist agencies in establishing and monitoring a useful set of work zone safety and mobility performance measures. Work zone performance measures are metrics that help to quantify how work zones impact travelers, residents, businesses and workers. Work zone performance measures help agencies improve their understanding of how their decisions during planning, design, and construction affect work zone safety and mobility, and thus can help improve how they make decisions for future work zones. The primer describes possible work zone performance measures, and provides guidance to help agencies select and implement measures that make sense for their own work zone programs. The primer outlines the methods and technologies that are available to gather data to monitor the various possible measures and procedures for calculating specific performance measures from different types of work zone traffic monitoring data. The primer also discusses the use of measures across multiple projects to assess an agency’s overall efforts and outcomes against its policies and goals. KW - Highway operations KW - Metrics (Quantitative assessment) KW - Mobility KW - Performance measurement KW - Traffic data KW - Traffic surveillance KW - Work zone safety KW - Work zone traffic control UR - http://www.ops.fhwa.dot.gov/wz/resources/publications/fhwahop11033/fhwahop11033.pdf UR - http://www.ops.fhwa.dot.gov/wz/resources/publications/fhwahop11033/index.htm UR - https://trid.trb.org/view/1123390 ER - TY - JOUR AN - 01357651 JO - Public Roads PB - Federal Highway Administration AU - Bared, Joe AU - Yang, C Y David AU - Huang, Peter AU - VanGorder, Randall S TI - Modeling Transportation Systems: Past, Present, and Future PY - 2011/09 VL - 75 IS - 2 SP - pp 8-14 AB - The Federal Highway Administration's (FHWA) Turner-Fairbank Highway Research Center (TFHRC) initiated research on transportation modeling and simulation almost 40 years ago. Since then, researchers at TFHRC has lead numerous transportation simulation studies. This article provides a history of modeling and simulation research at TFHRC, reviews several current research projects that use computer simulation tools, and discusses how the concepts and analysis testbed at the TFHRC’s new Transportation Operations Laboratory (TOL) will advance the future of modeling and simulation. In the early 1970s, FHWA led the development of NETwork SIMulation (NETSIM), a microscopic traffic simulation model for urban networks, and, in the 1980s, the development of FREeway SIMulation (FRESIM), a microscopic simulation for freeways. Two decades later, NETSIM and FRESIM were merged into a single microscopic model, CORSIM, and the Traffic Software Integrated System (TSIS) software package was developed. For many years, TSIS/CORSIM was the only viable microscopic traffic simulation model available to practitioners, but there are now several commercial traffic simulation packages. Rather than compete with commercial simulation vendors by continuing to develop TSIS/CORSIM, the FHWA shifted its role to fostering an environment of public-private cooperation through research products that benefit the entire traffic simulation community. Researchers at TFHRC continue to lead studies that use various types of simulation tools, including studies related to driver behavior in traffic, travel patterns in work zones, calibration of two-lane roundabouts, and autonomous control at intersections. Followup studies to these research projects will be carried out in the TOL. The lab will consist of three components: (1) a concepts and analysis testbed, (2) a data resources testbed, and (3) a cooperative vehicle-highway testbed. The new concepts and analysis testbed will incorporate a repository of transportation models to allow computer simulation runs at microscopic, mesoscopic, and macroscopic levels of analysis. This repository will allow computer simulations and visualizations of representative traffic networks and experimental strategies to improve safety, mobility, and environmental performance. The concepts and analysis testbed will support research being conducted by FHWA's emerging intelligent transportation system and exploratory advanced research projects, as well as external needs from academia and other research institutes. KW - Autonomous vehicle guidance KW - Driving KW - Future KW - History KW - Laboratories KW - Research management KW - Roundabouts KW - Test beds KW - Traffic models KW - Traffic simulation KW - Turner-Fairbank Highway Research Center KW - Work zones UR - http://www.fhwa.dot.gov/publications/publicroads/11septoct/02.cfm UR - https://trid.trb.org/view/1122214 ER - TY - JOUR AN - 01357627 JO - Public Roads PB - Federal Highway Administration AU - Charlebois, Jennifer AU - Colyar, James AU - Yung, Jessie TI - Fighting Congestion with Smarter Highways PY - 2011/09 VL - 75 IS - 2 SP - pp 15-19 AB - Active traffic management is an integrated approach to managing traffic congestion and improving safety within the footprint of the existing infrastructure. This article describes how Washington State is using active traffic management to operate its existing transportation system more efficiently. Fueled by an urban partnership agreement with the U.S. Department of Transportation and the Washington State Department of Transportation's (WSDOT) Moving Washington initiative, the Seattle area is fighting congestion by making its busiest highways "smarter." Known locally as the Lake Washington Congestion Management Program, the effort involves a series of projects including implementation of variable tolling on SR-520, use of active traffic management systems on SR-520 and alternate travel routes (I-90, I-5, and I-405), enhanced transit services in the region, and improvement of telecommuting and demand management programs. In August 2010, WSDOT implemented high-tech overhead signs displaying variable speed limits, lane status, and real-time traffic information. The first installation was on northbound I-5, a major freeway traversing the southern part of Seattle. Since then, WSDOT has implemented similar systems on two additional highways. The new systems feature a network of sensors and electronic signs that automatically respond to changing traffic conditions. Because the Seattle systems are based on real-time roadway conditions, they help reduce speeds upstream of congested areas, give drivers information about the causes of backups, and direct motorists to merge into appropriate lanes to avoid blockages. Traffic engineers monitor data input and verify the information before activating the system. Although it is too early to statically evaluate the safety and operational impacts of the system, initial results so far have been encouraging. WSDOT is evaluating other corridors in the Puget Sound region for the feasibility of adding additional active traffic management systems and hopes that in the future it will become standard practice to include active traffic management installations in all major corridor improvement projects. KW - Active traffic management KW - Advanced traveler information systems KW - Case studies KW - Congestion management systems KW - Highway safety KW - Partnerships KW - Real time information KW - Speed limits KW - Traffic congestion KW - Variable message signs KW - Washington (State) UR - http://www.fhwa.dot.gov/publications/publicroads/11septoct/03.cfm UR - https://trid.trb.org/view/1122215 ER - TY - JOUR AN - 01357620 JO - Public Roads PB - Federal Highway Administration AU - Bergeron, Kathleen A TI - What Does It Take to Change How We Do Business? PY - 2011/09 VL - 75 IS - 2 SP - pp 2-7 AB - The transportation community is changing. Basic tenets of highway programs that have been around since the beginning of motorized transportation are no longer reliable. The funding bedrock of highway construction and maintenance -- taxes on petroleum-based fuels -- already has proven inadequate in the face of factors such as improved engine efficiencies, decreased travel brought on by the economic downturn, and a hesitance by leaders to increase the per-gallon tax rate or endorse other broad-based revenue enhancement alternatives. And an even greater technological challenge to that funding approach is looming: increased use of transit and electric cars. This article presents the perspective of several leaders in the transportation community on how to address this “new normal” and meet the unprecedented challenges of change. The importance of developing sustainable solutions, engaging the public’s attention on transportation issues, identifying performance measures, intraorganizational communication and innovative organizational change are highlighted. KW - Executives KW - Financing KW - Organizations KW - Performance measurement KW - Strategic planning KW - Sustainable development KW - Transportation planning UR - http://www.fhwa.dot.gov/publications/publicroads/11septoct/01.cfm UR - https://trid.trb.org/view/1122213 ER - TY - JOUR AN - 01357616 JO - Public Roads PB - Federal Highway Administration AU - Davidson, Ethan TI - The Atlanta BeltLine: A Green Future PY - 2011/09 VL - 75 IS - 2 SP - pp 20-27 AB - A 1999 graduate thesis proposed reclaiming a 22-mile (35-kilometer) ring of mostly abandoned and underused rail corridor in Atlanta and transforming it into a new public transit system combined with economic development and connectivity strategies. This article describes how this thesis inspired a grassroots movement to build the most ambitious public works project in the city's history: the Atlanta BeltLine. The completed Atlanta BeltLine will encircle the city's core with pedestrian- and bicyclist-friendly shared-use paths that are replacing the rail lines and connecting to parks and transit. The transit cars will be able to accommodate bicycles, and the shared-use paths will help reduce highway congestion by decreasing the number of short-distance motor vehicle trips. The goal is a total of 33 miles (53 km) of trails to be built out over the life of the project: 22 miles (35 km) are envisioned to follow the transit alignment in the corridor, with an additional 11miles (18 km) of "spur" trails that veer off the corridor, creating greater connectivity for many abutting neighborhoods. To date, roughly 11 miles of the trail system are open, including permanent paved trails and temporary hiking trails. By attracting some of the region's future growth, it is hoped that the Atlanta BeltLine corridor will improve mobility and change the pattern of regional sprawl, while creating more vibrant, walkable, and livable communities. KW - Atlanta (Georgia) KW - Atlanta BeltLine KW - Bikeways KW - Case studies KW - Multimodal transportation KW - Networks KW - Pedestrian areas KW - Public transit KW - Shared use facilities KW - Transportation corridors KW - Urban development KW - Urban transportation UR - http://www.fhwa.dot.gov/publications/publicroads/11septoct/04.cfm UR - https://trid.trb.org/view/1122216 ER - TY - SER AN - 01357347 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Slattery, Dianne K AU - Slattery, Kerry T AU - Bruce, Richard D AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - An Expert Systems Approach to Highway Construction Scheduling PY - 2011/09 IS - 11-089 SP - 71p AB - The goal of this project was to assist design engineers in developing more realistic construction schedules for a wide variety of Illinois Department of Transportation projects. The research involved conducting in-depth interviews with subject matter experts in highway construction firms; reviewing the scholarly literature and published research on expert systems in highway construction scheduling and productivity rates for highway construction activities; analyzing historical weather records published by the National Oceanic and Atmospheric Administration (NOAA) to determine the probable periods during which temperature-sensitive construction operations could be conducted; and synthesizing the expert knowledge developed from all sources in a software tool to assist designers in developing schedules for a variety of typical highway construction activities. The report includes the user manual and documentation for a computer program, the Illinois Construction Scheduling Expert System (ICSES), developed using Visual Studio 2008. ICSES provides 12 road and bridge project templates, each containing typical controlling items and their sequential relationships, links controlling items to the schedule using historical temperature trends at the project location, and provides expert guidance on how to select appropriate production rates for controlling items. The output provides a bar chart schedule with completion date, number of calendar days and working days and tabulates the Estimate of Time Required. KW - Computer program documentation KW - Construction scheduling KW - Expert systems KW - Illinois KW - Productivity KW - Road construction KW - Software UR - http://hdl.handle.net/2142/45818 UR - http://ntl.bts.gov/lib/55000/55700/55779/FHWA-ICT-11-089.PDF UR - https://trid.trb.org/view/1122827 ER - TY - SER AN - 01357343 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Ullah, Mohammad S AU - Molakatalla, Udit AU - Morocoima-Black, Rita AU - Mohideen, Ahmed Z AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Travel Demand Modeling for the Small and Medium Sized MPOs in Illinois PY - 2011/09 IS - 11-091 SP - 123p AB - Travel demand modeling (TDM) is an important tool in the transportation planning community. It helps forecast travel characteristics into the future at various planning levels such as state, region and corridor. Using TDM to evaluate different situations (changes in land use and/or transportation network) would allow the staff of Metropolitan Planning Organizations (MPOs) to make educated decisions regarding growth and improvements to their respective regional transportation networks. Several small (50,000< population <200,000) and medium (200,000 100,000 ADT), which is less than comparable dense-graded mixes. The primary mode of distress is raveling and studded tire wear. Reduced service life, along with uncertain and unquantified safety benefits and a possible greater risk of early failure lead to a recommendation to discontinue use of ¾-inch open-graded HMA in Oregon as a standard surface mix. OGWCs used elsewhere in the U.S. are not likely suited for ODOT use due to their susceptibility to studded tire wear and are not recommended for adoption. If ¾-inch open-graded HMA does continue in use, recommendations are: (1) quantify its benefits, (2) restrict its use to low traffic (< 30,000 ADT), (3) recalibrate PMS expected life to be more in line with observed historical life, and (4) require the use of a windrow pick-up machine or end-dump transfer machine when paving OGWC. KW - Hot mix asphalt KW - Open graded aggregates KW - Oregon KW - Pacific Northwest KW - Pavement distress KW - Pavement performance KW - Service life KW - Wearing course (Pavements) UR - http://ntl.bts.gov/lib/41000/41800/41890/SPR680.pdf UR - https://trid.trb.org/view/1116367 ER - TY - SER AN - 01354131 JO - LTPP TechBrief PB - Federal Highway Administration AU - Wiser, Larry AU - Federal Highway Administration TI - Performance Comparison of Pavement Rehabilitation Strategies PY - 2011/06 SP - 4p AB - This TechBrief presents a general comparison of performance for rehabilitation strategies for flexible and rigid pavement. The impact of overlay thickness, preparation prior to overlay, and mix type on performance was statistically evaluated using data from the Long-Term Pavement Performance (LTPP) Specific Pavement Study (SPS)-5 and SPS-6 experiments. The document is a technical summary of the Federal Highway Administration report, Impact of Design Features on Pavement Response and Performance in Rehabilitated Flexible and Rigid Pavements (FHWA-HRT-10-066). KW - Flexible pavements KW - Long-Term Pavement Performance Program KW - Overlays (Pavements) KW - Pavement maintenance KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Rigid pavements KW - Specific Pavement Studies (LTPP) KW - Strategic planning UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/11050/11050.pdf UR - https://trid.trb.org/view/1117469 ER - TY - RPRT AN - 01354130 AU - Gibbons, Ronald B AU - Williams, Brian M AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Department of Transportation AU - Federal Highway Administration TI - The Refinement of Drivers’ Needs During Wet Night Conditions: Wet Visibility Project Phase III PY - 2011/06//Final Report SP - 66p AB - The purpose of this project was to develop a specification for the minimum retroreflectivity of pavement markings in wet nighttime conditions. In order to establish this specification, the performance of four retroreflective pavement marking materials in wet-night conditions was evaluated. The performance of the pavement markings was evaluated by driver participants under simulated rain conditions using a similar protocol to studies that have already been performed at the Virginia Tech Transportation Institute. The performance of the markings was verified based on the participants’ ability to detect the end points of the markings in both rainy and clear conditions. The conclusions from this investigation indicate the following: • The materials developed over recent years show an improved performance over those tested previously. These materials provide adequate performance through improved technology and performance. • The log-linear relationship found previously is functional for the data provided. Two models were developed. The model with no intercept provides a more constrictive boundary at low levels of retroreflectivity. • A retroreflectivity value above 250 mcd/m2/lx provides limited return in terms of detection distance. • A specification limit of 150 mcd/m2/lx will provide adequate visibility for 55 mph in dry conditions and 40 mph in wet conditions using standard dry retroreflectivity measurements, and 1 in/hr measurements for the wet conditions. This value should be the minimum maintained over the life of the marking. • The retroreflectivity specification for a white and a yellow material should be equal. • The rumble stripe showed a significant recovery time improvement over the other tested materials. This study recommends a minimum retroreflectivity of 150 mcd/m2/lx for white and yellow pavement markings in both dry and wet nighttime conditions. This level provides the Virginia Department of Transportation with the basis for establishing a performance-based specification for pavement markings. KW - Drivers KW - Needs assessment KW - Night visibility KW - Rain KW - Retroreflectivity KW - Road markings KW - Wet weather UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r20.pdf UR - https://trid.trb.org/view/1116696 ER - TY - RPRT AN - 01354120 AU - Monsere, Christopher M AU - Johnson, Todd AU - Dixon, Karen AU - Zheng, Jianfei AU - Van Schalkwyk, Ida AU - Portland State University AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Assessment of Statewide Intersection Safety Performance PY - 2011/06//Final Report SP - 144p AB - This report summarizes the results of an analysis of the safety performance of Oregon’s intersections. Following a pilot study, a database of 500 intersections randomly sampled from around the state of Oregon in both urban and rural environments was assembled. These intersections were categorized into eight types based on number of legs (3 and 4), land use (urban or rural) and traffic control (signalized or minor stop-control). These categories were chosen to align with the intersection types in AASHTO’s recently released Highway Safety Manual (HSM). Geometric and traffic control elements were supplemented by compiling crash data and volumes on the major and minor approaches. The safety performance was analyzed by three primary methods. First, crash rates were calculated and analyzed for each of the intersection groups. Crash rates determined for Oregon intersections were generally well below rates found published for other states. Since it is unlikely that such a significant difference exists in the safety performance between states, its more likely explanation is the different reporting thresholds and Oregon’s reliance on self-reporting. Second, crash patterns were tabulated for a number of crash and driver involved variables. These patterns, not before generated, will be very useful to improve identification of high crash intersection locations and improve diagnosis of these locations. Third, safety performance functions (SPFs) were created for intersections where sufficient data exist. For the purposes of this research SPFs were estimated for the rural 3-leg stop controlled and urban 4-leg signalized intersections. The SPFs developed in this modeling exercise were compared to the HSM base models calibrated to Oregon. The rural 3-leg stop models compare favorably. Within the volume range of the data used to generate the SPFs, the models compare well. The urban signalized intersection SPFs did not compare as well to the HSM base models. Further research is needed to investigate whether Oregon-specific SPFs have advantages over calibrated HSM models. The results of this analysis can be used to improve the diagnosis and identification of unusual safety performance at intersections in Oregon. The average rates are useful for peer comparisons and in calculation of critical rates. The crash patterns can be directly applied in diagnostic efforts to detect unusual patterns at intersections. The SPF modeling effort is the groundwork for further explorations and model development for Oregon facilities. KW - Crash analysis KW - Crash characteristics KW - Four leg intersections KW - Highway safety KW - Highway Safety Manual KW - Highway traffic control KW - Intersections KW - Oregon KW - Performance KW - Rural areas KW - Safety performance functions KW - Three leg intersections KW - Traffic crashes KW - Urban areas UR - http://ntl.bts.gov/lib/42000/42100/42106/SPR667_IntersectionSafety.pdf UR - https://trid.trb.org/view/1117389 ER - TY - RPRT AN - 01354113 AU - Cho, Yong AU - Kabassi, Koudous AU - Pyeon, Jae-Ho AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Effectiveness Study on Temporary Pavement Marking Removals Methods PY - 2011/06 SP - 61p AB - This study was conducted to identify effective temporary marking removal methods and procedures on concrete and asphalt pavements. Pavement markings provide guidance to road travelers and can lead to accidents when not properly removed. Current state guidelines on removal do not provide clear and objective methods of measurement. After testing the most common removal methods, this research concluded that removing markings by chemical was not only cost and results-oriented effective compared to other methods, but it was also safe to the environment and road users. Finally, a baseline of measurements was developed by the research team for this project, along with the feasibility of using digital image processing to objectively determine whether or not a removal method could be deemed effective. KW - Chemicals KW - Cost effectiveness KW - Paint removal KW - Pavements KW - Road markings KW - Safety KW - Temporary UR - http://ntl.bts.gov/lib/45000/45600/45685/Cho_M305_Pavement_Markings_FINAL.pdf UR - https://trid.trb.org/view/1116991 ER - TY - RPRT AN - 01354112 AU - Cho, Yong AU - Kabassi, Koudous AU - Zhuang, Ziqing AU - Im, Heejung AU - Wang, Chao AU - Bode, Thaddaeus AU - Kim, Yong-Rak AU - University of Nebraska, Lincoln AU - University of Nebraska, Lincoln AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Non-nuclear Method for Density Measurements PY - 2011/06 SP - 86p AB - Quality control (QC) and quality assurance (QA) are necessary to ensure fulfillment and compliance to specifications, guidelines, manuals, and programs which outline methods and requirements during construction. Density, an important part of quality control, can be used to evaluate the quality of Hot Mix Asphalt (HMA) and soil compaction. This study investigated new technologies used for QC and QA by comparing the Pavement Quality Indicator (PQI) model 301 with a nuclear gauge and core sample measurements for HMA. For soil QC and QA, non-nuclear technologies—the Electrical Density Gauge (EDG), the Moisture Density Indicator (MDI), and the Light Weight Deflectometer (LWD)—were also investigated against a nuclear gauge and traditional non-nuclear methods of measurement. Overall, the nuclear gauge shows higher accuracy and higher correlation with cores than the non-nuclear gauges tested in this study. A thorough investigation of calibration methods was also performed, both in the lab and on the field, to improve the accuracy of the PQI‘s results. Data analyses showed that the accuracies of the non-nuclear soil gauges are somewhat lower than that of the nuclear gauge. With an improved methodology to create soil models for the EDG and standardized ways to develop the LWD‘s target values, the EDG and LWD could have a similar or better accuracy than the nuclear gauge. With the EDG and the Soil Density Gauge (SDG), both recently ASTM approved, non-nuclear soil technology is the future. Furthermore, the non-nuclear gauges could be a better alternative to a nuclear gauge when the following benefits are considered: (1) economic savings; (2) faster data measurement (PQI); (3) elimination of intense federal regulations and safety concerns; (4) elimination of licensing and intense training. KW - Hot mix asphalt KW - Measuring instruments KW - Nonnuclear density gages KW - Nuclear density gages KW - Quality assurance KW - Quality control KW - Soils UR - http://ascpro0.ascweb.org/archives/cd/2011/paper/CPRT338002011.pdf UR - https://trid.trb.org/view/1116920 ER - TY - RPRT AN - 01354093 AU - Tischmak, Dale AU - Marcato, William AU - Felsburg, Holt and Ullevig, Incorporated AU - Colorado Department of Transportation AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Investigation of Best Options for Using Scrap Tires in Highway Noise Barriers PY - 2011/06//Final Report SP - 104p AB - In Colorado, approximately 60 million scrap tires have been stockpiled and approximately 4.5 million scrap tires are generated annually. While CDOT does not generate these scrap tires, CDOT does have goals and policies to promote sustainability/recycling and receives requests for more traffic noise barriers than can be funded. CDOT identified an opportunity to combine these two topics by investigating new ways to incorporate scrap tires into highway noise barriers. This research project reviewed potential noise barrier materials made from scrap tires, selected a material for field testing, designed and built a test barrier at the designated site using the material, and monitored barrier performance for one year. The material selected was a railroad tie replacement made from scrap tire treads. Although not originally developed as a noise barrier material, the railroad ties were found to be effective. The ties provided a substantial noise reduction, consumed a number of scrap tires, had substantial internal strength that is a plus as a building material, and were easily assembled in a post-and-panel barrier design. The barrier performed well over its first year. The material and the wall design are recommended for consideration by CDOT on other projects. Some challenges were identified through the project: the ties were not a low-cost alternative for reasons stated in the body of the report; the finish stain method may need adjusting for a better long-term appearance; rust will appear on the steel components; and a few minor construction/finish improvements were identified. CDOT’s Research Branch will continue monitoring noise wall performance and attempt to conduct a life-cycle cost analysis for the tire ties material/design and other similar types of noise barriers in the future. KW - Noise barriers KW - Noise control KW - Railroad ties KW - Recycled materials KW - Scrap KW - Tires KW - Traffic noise UR - http://www.coloradodot.info/programs/research/pdfs/2011/scraptirewalls.pdf/view UR - https://trid.trb.org/view/1115811 ER - TY - SER AN - 01354091 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Hajbabaie, Ali AU - Benekohal, Rahim F AU - Medina, Juan AU - University of Illinois, Urbana-Champaign AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Performance of Solar Powered Flashing Beacons at Severe Temperature Conditions PY - 2011/06//Research Report IS - 11-084 SP - 46p AB - This report contains the results of 34 tests for JSF and 26 tests for Carmanah solar-powered flashing beacons operating in mild cold temperature (-6.6 degrees C), severe cold temperature (-20 degrees C), and hot temperature (+70 degrees C) conditions. In addition, it contains two tests for JSF modules and two for Carmanah operating under “real world” conditions. In mild temperature condition, red and yellow modules of JSF flashed in MUTCD pattern for at least 11 and 8.5 days, respectively. The red and yellow modules of Carmanah flashed in MUTCD pattern for at least 11 and 8 days, respectively. Reducing the temperature to -20 degrees C resulted in a significant decrease in the duration of flashing in MUTCD pattern for JSF modules; however, that duration did not decrease for Carmanah. Red and yellow modules of JSF flashed in MUTCD pattern for at least 18 and 24 hours in severe cold temperature condition. For Carmanah, red and yellow modules lasted in MUTCD flashing pattern for at least 14 and 11.5 days, respectively. In hot temperature condition, red and yellow modules of JSF flashed in MUTCD pattern for at least 6.5 and 5.5 days, respectively. Red and yellow modules of Carmanah lasted in MUTCD flashing pattern for at least 8.5 and 7 days, respectively. The “real world” condition test indicated that in certain conditions (e.g. solar panels covered with snow), the solar panels may not be able to generate enough power for the LEDs to keep them flashing in MUTCD pattern. In this condition, the flashing pattern changes to a power saver mode. The red modules of JSF and Carmanah were visible when the distance was at least 1500 ft in a sunny and very bright day. The yellow modules of JSF and Carmanah were visible up to a distance of about 1000 ft in the same day. If solar panels are accidentally disconnected when the modules are outdoors and batteries are fully charged, the JSF and Carmanah modules were visible at a distance of 700 ft, in a cloudy but bright day. KW - Electric batteries KW - Flashing beacons KW - Highway traffic control KW - Luminous intensity KW - Manual on Uniform Traffic Control Devices KW - Patterns KW - Solar power generation KW - Temperature KW - Time duration KW - Traffic control devices KW - Visibility distance UR - https://www.ideals.illinois.edu/bitstream/handle/2142/45890/FHWA-ICT-10-069.pdf?sequence=2 UR - https://trid.trb.org/view/1116765 ER - TY - RPRT AN - 01354090 AU - Hossain, Akram AU - Cofer, William AU - Yonge, David AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Impact of Drilled Shaft Synthetic Slurries on Groundwater Quality PY - 2011/06//Final Report SP - 92p AB - The overall objective of this project is to evaluate the effect of the aforementioned synthetic slurries on groundwater quality. The objective of Phase I (this report), however, was to conduct a comprehensive literature survey to gather data to evaluate the effect of the WSDOT approved synthetic slurries on groundwater quality. Since chemical and bioassay information exists for only two products and the analyses were performed in 1991 and 1998, it is the authors' recommendation that the slurries currently being used by WSDOT contractors be tested again for priority pollutants and toxicity. New testing would result in a consistent data set as all samples would undergo the same, most recent EPA protocol. Analysis should be performed on samples that are representative of field conditions (at the working concentration and containing any additives). The results would be used to assist in evaluation of potential groundwater contamination as well as slurry disposal issues. KW - Drilled shafts KW - Groundwater KW - Slurry KW - Synthetics KW - Washington (State) KW - Water quality UR - http://www.wsdot.wa.gov/research/reports/fullreports/773.1.pdf UR - https://trid.trb.org/view/1116697 ER - TY - RPRT AN - 01353942 AU - Najm, Husam AU - Casale, Anthony AU - Shibeshi, Tigist AU - Scott, Nicole AU - Doukakis, Johanna AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Infrared Scan of Concrete Admixtures and Structural Steel Paints PY - 2011/06//Final Report SP - 50p AB - This study evaluates correlation coefficients for concrete admixtures and structural steel paints by performing infrared (IR) scans using ASTM C494-05a specifications. The intent of this study is to perform a sufficient number of IR scans from different batches of the same sample as supplied by the manufacturer. These scans are then analyzed and average correlation coefficients for each sample are obtained. Each admixture and steel paint will have its own correlation coefficient as determined by the corresponding scans. The correlation coefficients will be used to quantitatively evaluate and interpret the IR scans of job samples. A total of 23 commonly used concrete admixtures by the New Jersey Department of Transportation (NJDOT) were tested. They include air-entraining agents, water-reducing agents, retarders, accelerating agents, and combinations of these agents as well as corrosion inhibitors. In addition, a total of 28 structural steel paints used by NJDOT were tested. They include primary coats, secondary coats, thin films, and resins. For concrete admixtures, the established correlation coefficients were the average values of a total of 12 scans from three different batches. For steel paints, the established correlation coefficients were the average values of a total of 6 scans from three different batches. Few field samples of concrete admixtures were tested and their scans were compared with the established correlations. The study also includes an investigation of the effect of KBr types on correlations coefficients as well the effect of drying time of air- entraining admixtures on its correlation values. The results of this study include methodology, test procedures, scan data, and correlation coefficients for quantitative assessment of the most commonly used concrete admixtures and structural steel paints on the qualified producer/supplier QPL NJDOT list. KW - Admixtures KW - Air entrainment KW - Corrosion resistance KW - Drying KW - Infrared detectors KW - New Jersey KW - Paint KW - Spreading rate (Painting) KW - Structural steel KW - Water reducing agents UR - http://ntl.bts.gov/lib/42000/42100/42132/FHWA-NJ-2011-007.pdf UR - https://trid.trb.org/view/1118146 ER - TY - RPRT AN - 01353620 AU - Mullins, Gray AU - Winters, Danny AU - University of South Florida, Tampa AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Infrared Thermal Integrity Testing Quality Assurance Test Method to Detect Drilled Shaft Defects PY - 2011/06//Final Report SP - 176p AB - Thermal integrity profiling uses the measured temperature generated in curing concrete to assess the quality of cast in place concrete foundations (i.e. drilled shafts or ACIP piles) which can include effective shaft size (diameter and length), anomaly detection inside and outside reinforcement cage, cage alignment, and proper hydration of the concrete. The ability to detect concrete volumes outside the reinforcing cage is perhaps its strongest feature. For this study, no anomalies within the reinforcing cage were encountered but various forms of external section changes were identified as well as several cases of off-center cages. Cage alignments generally varied with depth. Notably, only two cases of reduced concrete cover were detected; bulges were most common. KW - Bridge foundations KW - Construction KW - Defects KW - Drilled shafts KW - Geotechnical engineering KW - Infrared thermocouples KW - Quality assurance KW - Structural integrity KW - Thermal integrity profiling UR - http://www.wsdot.wa.gov/Research/Reports/700/770.1.htm UR - http://www.wsdot.wa.gov/research/reports/fullreports/770.1.pdf UR - https://trid.trb.org/view/1118406 ER - TY - SER AN - 01351922 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - El-Rayes, Khaled AU - Liu, Liang AU - Abdallah, Moatassem AU - University of Illinois, Urbana-Champaign AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - "Green-Friendly" Best Management Practices (BMPs) for Interstate Rest Areas PY - 2011/06 IS - 11-082 SP - 212p AB - This report presents the findings of a research project to study and develop a list of “green friendly” Best Management Practices (BMPs) for Illinois interstate rest areas. The objectives of this project are to (1) develop energy and cost baseline data for the 53 rest area buildings in Illinois by gathering utility use statements and other pertinent data for a one-year period for each building and utilize the data to compute the carbon footprint of each building; (2) perform on-site assessment of existing conditions in three selected rest areas; (3) conduct a comprehensive literature review on green design and sustainable construction, available energy saving alternatives, LEED certification requirements, and decision-making and optimization techniques that can be used for optimizing upgrade decision of rest area buildings; (4) investigate potential energy saving alternatives for the selected rest areas and study their cost savings and environmental impact; (5) conduct Life Cycle Cost Analysis (LCCA) for the suggested green friendly measures and generate a report detailing their overall costs and payback periods; (6) investigate the requirements and possibilities for the rest areas to achieve LEED certification under the LEED rating system for existing buildings; (7) develop a Decision Support Tool (DST) to identify optimal upgrade decisions for rest area buildings; and (8) develop recommendations for upgrading the three selected rest areas. To achieve these objectives, the research team carried out six major tasks: (1) developed energy cost baseline data and carbon footprint for each Illinois rest area; (2) performed onsite assessment for three selected rest areas; (3) conducted comprehensive literature review; (4) identified potential green-friendly best management practices; (5) developed a Decision Support Tool (DST) for optimizing LEED upgrade decisions of rest area buildings; and (6) developed recommendations for upgrading the three selected rest areas. KW - Best practices KW - Decision support systems KW - Green technology KW - Interstate highways KW - Leadership in Energy and Environmental Design (LEED) KW - Management KW - Roadside rest areas KW - Sustainable development UR - http://hdl.handle.net/2142/45833 UR - http://ntl.bts.gov/lib/40000/40500/40583/FHWA-ICT-11-082.pdf UR - https://trid.trb.org/view/1114441 ER - TY - RPRT AN - 01351901 AU - Gharaibeh, Nasir G AU - Freeman, Tom AU - Wimsatt, Andrew AU - Zou, Yajie AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation and Development of Pavement Scores, Performance Models and Needs Estimates: Phase I Activities PY - 2011/06//Technical Report SP - 148p AB - This report documents the results of two completed Phase I tasks for the project titled, “Evaluation and Development of Pavement Scores, Performance Models and Needs Estimates.” These tasks involved a literature review and a review of the current Texas Pavement Management Information System (PMIS) score process. The objective of the project is to develop improvements to PMIS to meet the needs of the Texas Department of Transportation (TxDOT). The project is split into three phases. Phase I involves a review of the current PMIS and recommendations for modifying and improving analytical processes in the system. Phase II involves developing pavement performance models for the system. Finally, Phase III involves developing improved decision trees for the system’s needs estimate process. The first project task involved developing a synthesis on how states define and measure pavement scores; that synthesis was published in February 2009. The other Phase I tasks for this project are currently ongoing; the results of all remaining tasks will be documented in the final report for this project. KW - Information systems KW - Needs assessment KW - Pavement maintenance KW - Pavement management systems KW - Scores KW - Texas KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/0-6386-2.pdf UR - https://trid.trb.org/view/1114401 ER - TY - RPRT AN - 01351881 AU - Overman, John AU - Ellis, Patricia AU - Frawley, William AU - Taylor, Ryan AU - Geiselbrecht, Tina AU - Goodin, Ginger AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Rural Planning Organizations - Their Role in Transportation Planning and Project Development in Texas PY - 2011/06//Technical Report SP - 156p AB - While a formal planning and programming process is established for urbanized areas through Metropolitan Planning Organizations, no similar requirement has been established for rural areas. Currently, under the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users, states are required to consult with non-metropolitan local officials in transportation planning and programming. The consultation process between state Departments of Transportation (DOT) and non-metropolitan local officials is not prescribed in the planning rules, and consultation practices vary widely among each state’s DOT. Historically, the Texas Department of Transportation (TxDOT) has worked in cooperation with each individual rural county to plan and program projects. This has often resulted in a county-by-county project list that the TxDOT districts must try to fashion into a regional strategy or plan. A need exists to examine the concept of rural planning organizations and research their use in Texas to determine if a formal rural planning organization may offer a means to improve transportation planning and programming. The objective of this research is to identify and examine rural planning organizations, their structure and operation, and their role in transportation planning and programming. The project will include a review of current processes used by TxDOT and other agencies to plan and program transportation projects in rural areas. KW - Organizations KW - Programming (Planning) KW - Rural areas KW - Texas KW - Transportation planning UR - http://tti.tamu.edu/documents/0-6483-1.pdf UR - http://ntl.bts.gov/lib/40000/40500/40592/0-6483-1.pdf UR - https://trid.trb.org/view/1114407 ER - TY - CONF AN - 01349618 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Bauer, Jocelyn K AU - Smith, Michael C TI - Advancing Regional Transportation Operations: A National Workshop, December 10–12, 2008, Washington, D.C. PY - 2011/06 IS - E-C150 SP - 46p AB - Seventy-four leaders in transportation systems management and operations convened in Washington, D.C., December 10–12, 2008, to identify ways to advance regional transportation operations and improve regional transportation system performance. Participants came from a variety of organizations including metropolitan planning organizations, state transportation departments, state police, transit operators, local government, the U.S. Department of Transportation, and research and consulting agencies. The workshop was organized around three aspects of regional transportation operations: (a) answering the who, what, and how of regional operations, (b) making regional operations a reality, and (c) monitoring performance to gauge success. Through panel discussions, breakout groups, and conversation circles, workshop participants identified effective approaches for advancing regional transportation operations for each of these focus areas. Participants also discussed actions at the national level for advancing regional operations, including research, technical support, and legislative changes. This circular is a summary of the workshop as prepared by two workshop rapporteurs. U1 - Advancing Regional Transportation Operations: A National WorkshopFederal Highway AdministrationNational Traffic Incident Management CoalitionTransportation Research BoardWashington,DC,United States StartDate:20081210 EndDate:20081212 Sponsors:Federal Highway Administration, National Traffic Incident Management Coalition, Transportation Research Board KW - Incident management KW - Motor vehicle operations KW - Performance monitoring KW - Regional transportation KW - Transit vehicle operations KW - Transportation operations KW - Transportation system management KW - Workshops UR - http://www.trb.org/Publications/Blurbs/165500.aspx UR - https://trid.trb.org/view/1112704 ER - TY - RPRT AN - 01346525 AU - Sillars, David N AU - Moradkhani, Hamid AU - Tymvios, Nicholas AU - Smith, Trevor AU - Oregon State University, Corvallis AU - Portland State University AU - Oregon Department of Transportation AU - Federal Highway Administration AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Factors for Improved Fish Passage Waterway Construction PY - 2011/06//Final Report SP - 126p AB - Streambeds are important fish passageways in Oregon; they provide for the necessary habitats and spawning cycles of a healthy fish population. Oregon state law requires that hydraulic structures located in water properly provide fish passage. Increasingly stringent state and federal regulations apply to these fish passageways, and designers must become more cognizant of conditions over a range of flows to accommodate fish movement and avoid expensive structural failure of these passageways. Fish passage structures are built when roads cross streambeds and may include culverts, or bridges. When these structures are built, the streambeds are re-created using a technique called “roughened channels”. Roughened channels are man-made stream channels utilized for re-creating the hydraulics necessary for adequate stream passage, and this may include new constructions or retrofits of older, inadequate structures. Mixtures of materials are used to construct the bed of roughened channels, ranging from fines such as sand, silt and gravel to coarse elements like cobbles and boulders. Fines are a critical element in limiting permeability of the constructed bed thus keeping stream flow at the surface of the roughened channel during low flow periods. This report discusses work of a research project designed to discover factors that are key to successful long-term implementation of fish passageways, especially focused on the construction process. Areas of inquiry postulated in this study are that failures experienced in actual installations may be due to inadequate range and/or mix of soil and rock material gradation; unexpected water velocity, especially during high flows; inadequate mixing of rock and soil materials during construction; and inadequate compaction of rock and soil materials during construction. This report suggests that several factors may be especially important considerations in fish passage success. These factors are the relationship of downstream slope to structure slope, well-graded fine soil materials in the channel fill (improved by choice of fill source), and frequent site visits. Improving fish passages for cost-efficient fish movement is a priority for government agencies such as Oregon Department of Transportation (ODOT) and Oregon Transportation Research and Education Consortium (OTREC). KW - Bridges KW - Channels (Waterways) KW - Construction KW - Culverts KW - Design KW - Fish passage KW - Fishes KW - Habitat (Ecology) KW - Oregon KW - Roughness KW - Streambeds UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR_654_Waterway.pdf UR - https://trid.trb.org/view/1108678 ER - TY - RPRT AN - 01346516 AU - Shi, Xianming AU - Fay, Laura AU - Fortune, Keith AU - Smithlin, Robert AU - Johnson, Matthew AU - Peterson, Marijean M AU - Creighton, Andrew AU - Yang, Zhengxian AU - Cross, Doug AU - Western Transportation Institute AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Investigating Longevity of Corrosion Inhibitors and Performance of Deicer Products under Storage or after Pavement Application PY - 2011/06//Final Report SP - 206p AB - This study evaluated the longevity of corrosion inhibitors and the performance of inhibited deicer products under storage or after pavement application. No significant degradation of corrosion inhibitor or loss of chlorides was seen during the months of field storage. The fate and transport of the inhibitors differed from those of the chlorides, in which dilution by precipitation and likely wicking of the deicer into the pavement and the top snow layer contributed to the loss of inhibitor and chlorides. The accelerated UV-degradation lab study found little degradation of GLT and FreezGard inhibitors but significant degradation of CCB inhibitor. While these inhibitors demonstrated their effectiveness in corrosion inhibition, they showed no side benefits in deicer performance. No significant difference in anti-icing performance was observed between the three liquid deicers during the two storm events. All three liquid deicers worked effectively for anti-icing applications under the investigated conditions. It is unnecessary to implement any mixing for the liquid deicer tanks, other than immediately prior to the use of the liquid deicers to ensure uniform composition and minimize stratification. Without dilution by precipitation (the black ice event), the percent of chloride recovered from the pavement by day 4 was approximately 30%, 20%, and 50% for NaCl+GLT, CCB, and FreezGard respectively. Up to 80% of the CCB inhibitor was recovered from the pavement 4 days after the deicer application. While such residuals could be washed away by precipitation, their presence on the pavement could potentially be measured and considered when re-applying chemicals for snow and ice control. This project revealed that the relative corrosivity of deicer solutions on the field pavement differed from that in the lab. KW - Anti-icing KW - Corrosion resistant materials KW - Degradation (Materials) KW - Deicing chemicals KW - Field studies KW - Laboratory tests KW - Materials storage KW - Snow and ice control KW - Winter maintenance UR - http://www.westerntransportationinstitute.org/documents/reports/4W1978_Final_Report.pdf UR - http://www.wsdot.wa.gov/research/reports/fullreports/759.1.pdf UR - https://trid.trb.org/view/1108732 ER - TY - RPRT AN - 01346513 AU - Dixon, Karen K AU - Avelar, Raul Eduardo AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Safety Evaluation of Curve Warning Speed Signs PY - 2011/06//Final Report SP - 151p AB - This report presents a review of a research effort to evaluate the safety implications of advisory speeds at horizontal curve locations on Oregon rural two-lane highways. The primary goals of this research effort were to characterize driving operations at rural two-lane highway curve locations where advisory speed signs were present, and to determine to what extent these signs play a role in enhancing safety. Placement of advisory speed signs at horizontal curve locations in the State of Oregon is a practice aided by unique and specific state-level policies and, as such, may vary from nationally accepted procedures. Speed data were collected at 16 sites and compliance with advisory speed signs determined. An evaluation of site crash data and how advisory speed relates to historic crash information is included along with a statistical model that identifies critical variables that are associated with the posted speed and how they ultimately relate to the expected crash frequency. The research team developed a statistically based advisory speed model that assesses predicted crash outcomes based on a combination of geometric design, operations, and signage. The resulting advisory speed models were then contrasted to the expected advisory speeds based on the Oregon Policy as well as the 2009 Manual on Uniform Traffic Control Devices (MUTCD) thresholds. They determined that the safety-based model actually predicted advisory speeds that are not as conservative as those recommended using the ball-bank thresholds in the 2009 MUTCD or those identified using the thresholds Oregon has been using. Just prior to publication of this report, the Oregon Traffic Control Devices Committee (OTCDC) decided to adopt the 2009 MUTCD without making an exception to advisory speed posting guidelines. The Oregon Department of Transportation (ODOT) has begun to transition to the 2009 MUTCD advisory speed posting criteria. Actual adoption of the 2009 MUTCD is expected to occur in August 2011. KW - Advisory speeds KW - Compliance KW - Crash data KW - Highway curves KW - Highway safety KW - Manual on Uniform Traffic Control Devices KW - Oregon KW - Rural highways KW - Speed limits KW - Speed signs KW - Two lane highways KW - Warning signs UR - http://ntl.bts.gov/lib/39000/39100/39107/SPR685.pdf UR - http://ntl.bts.gov/lib/39000/39400/39406/WarningSpeedSignsSPR685.pdf UR - https://trid.trb.org/view/1108671 ER - TY - RPRT AN - 01345768 AU - Santos, A AU - McGuckin, N AU - Nakamoto, H Y AU - Gray, D AU - Liss, S AU - Federal Highway Administration TI - Summary of Travel Trends: 2009 National Household Travel Survey PY - 2011/06//Trends in travel behavior SP - 83p AB - The 2009 National Household Travel Survey (NHTS) provides data to characterize daily personal travel patterns across the country. The survey includes demographic data on households, vehicles, people, and detailed information on daily travel by all modes of transportation. NHTS survey data is collected from a sample of households and expanded to provide national estimates of trips and miles of travel by travel mode, trip purpose, and other household attributes. When combined with historical data from the 1969, 1977, 1983,1990, and 1995 NPTS and the 2001 NHTS, the 2009 NHTS serves as a rich source of detailed travel data over time for users. This document highlights travel trends and commuting patterns in eight key areas - summary of travel and demographics, household travel, person travel, private vehicle travel, vehicle availability and usage, commute travel patterns, temporal distribution, and special populations. KW - Age KW - Commuting KW - Demographics KW - Gender KW - Highway travel KW - Mode choice KW - National Household Travel Survey KW - Travel behavior KW - Travel patterns KW - Travel surveys KW - Trend (Statistics) KW - Trip purpose UR - http://nhts.ornl.gov/2009/pub/stt.pdf UR - https://trid.trb.org/view/1107370 ER - TY - RPRT AN - 01344711 AU - Yao, Yuan AU - Kodumuri, Pradeep AU - Lee, Seung-Kyoung AU - SES Group and Associates AU - Center for Advanced Infrastructure and Transportation AU - Federal Highway Administration TI - Performance Evaluation of One-Coat Systems for New Steel Bridges PY - 2011/06//Final Report SP - 104p AB - In an effort to address cost issues associated with shop application of conventional three-coat systems, the Federal Highway Administration completed a study to investigate the performance of eight one-coat systems and two control coatings for corrosion protection of highway bridges. Based on prior performance, a three-coat system and a two-coat system were selected as the control coating systems. The performance of all coating systems was evaluated under accelerated laboratory and outdoor exposure conditions. Accelerated testing was performed in the laboratory for 6,840 h. Natural weathering exposure was performed in the outdoor environment for 18 months and at a marine exposure site for 24 months. A calcium sulfonate alkyd coating system was found to perform equally in comparison with the three-coat system; however, curing was a major concern. Regression analysis was used to identify correlations between color, gloss, adhesion strength, and coating defects for one-coat systems. KW - Accelerated tests KW - Adhesive strength KW - Calcium sulfonate alkyds KW - Corrosion protection KW - Defects KW - Marine environment KW - Outdoor exposure KW - Performance tests KW - Protective coatings KW - Regression analysis KW - Steel bridges UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/11046/11046.pdf UR - http://ntl.bts.gov/lib/46000/46000/46076/Performance_evaluation_of_one_coat_systems.pdf UR - https://trid.trb.org/view/1107282 ER - TY - RPRT AN - 01344047 AU - Bligh, Roger P AU - Arrington, Dusty R AU - Sheikh, Nauman M AU - Silvestri, Chiara AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of a MASH TL-3 Median Barrier Gate PY - 2011/06//Technical/Test Report SP - 170p AB - Median barriers are commonly used to separate opposing lanes of traffic on divided highways and to separate managed lanes from general purpose lanes. Concrete median barriers (CMBs) are often preferred on urban freeways with narrow medians due to their minimal deflection and low maintenance. However, long, continuous runs of CMBs limit access of emergency and maintenance vehicles to the other side of a roadway or a managed lane. Implementation of crashworthy median barrier gates at these locations can maintain the desired level of median protection for motorists while offering improved cross-median access for emergency and/or maintenance vehicles. A new median barrier gate was developed and crash tested under this project. The gate spans a 30-ft opening in a concrete median barrier and consists of two vertically stacked 12-inch × 12-inch × ¼-inch steel tubes connected to steel end brackets with 2¼-inch diameter steel pins. The gate is economical to fabricate and install. It can be manually operated by a single person and is designed to accommodate reversible traffic flow on both sides of the median and be operable in both directions on each end. The median barrier gate satisfies MASH Test Level 3 (TL-3) impact performance criteria and is considered suitable for implementation on Texas highways where cross-median access is desired. KW - AASHTO Manual for Assessing Safety Hardware KW - Access KW - Cost effectiveness KW - Cross median access KW - Emergency vehicles KW - Gates KW - Impact tests KW - Maintenance equipment KW - Maintenance vehicles KW - Median barriers KW - Texas UR - http://tti.tamu.edu/documents/9-1002-2.pdf UR - https://trid.trb.org/view/1106390 ER - TY - RPRT AN - 01344043 AU - Harris, Pat AU - Harvey, Omar AU - Sebesta, Stephen AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Rapid Field Detection of Sulfate and Organic Content in Soils: Technical Report PY - 2011/06//Technical Report SP - 94p AB - In recent years, the Texas Department of Transportation (TxDOT) has experienced problems chemically stabilizing moderate to high plasticity clay soils with calcium-based additives. Many of the problems are the result of soluble sulfate minerals in the soil reacting with the lime or cement added for stabilization. The occurrence of these deposits is unpredictable and often restricted to small areas. To address this problem, the researchers set about identifying a technique that provides a map showing the sulfate content of the soil over a large area to a depth of 3 to 4 ft. Two technologies were identified that provide an indirect measurement of sulfate salts (an electromagnetic device – EM-38, and a soil conductivity device – VERIS 3150). The authors tested these devices on three different TxDOT projects in different parts of the state that have been known for high sulfate contents. They collected soil samples at 1 ft intervals to a depth of 4 ft where the data varied. They measured the Plasticity Index, moisture content, sulfate content, and organic content in each sample. They then ran multivariate statistical analyses to correlate the conductivity data collected with the VERIS 3150 to laboratory-measured soil properties. The authors observed that soil conductivity is related to the soil texture/clay content, moisture content, and dissolved salts (i.e., sulfate and other salt minerals). They noted that for all of the projects tested, a soil conductivity over 100 mS/m may contain problematic sulfate levels, but it may also be due to high plasticity clay soils and/or high moisture contents with other dissolved salts. What is noteworthy about this research is it provides a tool to intelligently decide where to collect soil samples to analyze for problematic sulfate levels versus the current method of collecting soil samples in a grid pattern of a specified interval that may be too large and not detect problematic sulfate levels until the road explodes. KW - Clay soils KW - Electrical conductivity KW - Electromagnetic devices KW - Field tests KW - Geological surveying KW - Measuring instruments KW - Moisture content KW - Organic content KW - Plasticity index KW - Soil stabilization KW - Soil tests KW - Sulfates UR - http://tti.tamu.edu/documents/0-6362-1.pdf UR - http://ntl.bts.gov/lib/39000/39100/39141/0-6362-1.pdf UR - https://trid.trb.org/view/1106391 ER - TY - RPRT AN - 01343904 AU - Pesti, Geza AU - Obeng-Boampong, Kwaku AU - Songchitruksa, Praprut AU - Theiss, LuAnn AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Treatments to Reduce the Frequency of Freeway Exit Sign Hits PY - 2011/06//Technical Report SP - 108p AB - Exit gore signs present a significant maintenance challenge for the Texas Department of Transportation (TxDOT). There is concern regarding the safety of personnel working in gore areas to replace these signs, and the resources necessary for continual maintenance. The objective of this project was to identify and evaluate alternative methods that may reduce the number of sign hits. Researchers visited several sites with safety problems related to frequent sign hits, determined factors that contribute to sign crashes, and recommended potential treatments. They also evaluated the impact of eliminating exit gore signs at locations where appropriate advance warning with overhead exit signs are provided. Field studies were conducted at two freeway exits in Corpus Christi, Texas. It was found that the lack of exit gore signs at the two freeway exits did not have any negative consequences in terms of vehicle speeds, deceleration behavior, and erratic maneuvers. KW - Corpus Christi (Texas) KW - Countermeasures KW - Crashes KW - Field studies KW - Freeways KW - Gore area KW - Off ramps KW - Traffic sign removal KW - Traffic signs UR - http://tti.tamu.edu/documents/0-6120-1.pdf UR - https://trid.trb.org/view/1106318 ER - TY - RPRT AN - 01343609 AU - Tumeo, Mark A AU - Pavlick, Joe AU - Cleveland State University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - A Study of Bankfull Culvert Design Effectiveness PY - 2011/06 SP - 117p AB - As part of the certification under the Clean Water Act 404 Nationwide Permit, the Ohio Environmental Protection Agency (OEPA) mandated that the Ohio Department of Transportation (ODOT) install bankfull culverts in all new culvert installations subject to the permit. In addition, by embedding the culvert, the bottom of the culvert is to take on the characteristics of the natural streambed and promote the passage of fish and other aquatic organisms. The OEPA’s requirement to install bankfull culverts has resulted in increased design and construction costs. The objectives of the study were to examine the parameters which control the benefits of bankfull culverts when installed, including how the benefits alleged are affected by culvert diameter, slope and length, and the size of the stream in which the culvert is placed. Ultimately, the research was designed to determine if bankfull culverts, as currently installed, provide the benefit of allowing movement of aquatic biota better than traditional culverts, if there is any impact on flood attenuation, and if the bankfull culverts installed in Ohio have caused quantitative environmental changes or cumulative impacts [as measured by the Qualitative Habitat Evaluation Index (QHEI)]. The physical survey of the culverts revealed that of the 61 culverts identified by ODOT as being designed as embedded bankfull culverts (EBCs), there are only 12 that are actually embedded. ODOT should develop and implement a system of inspecting and verifying that culverts specified to be embedded bankfull culverts are actually installed as such. An important finding is that many of the culverts with greater than 1% slope had no sediment present inside of the culvert. The results of the survey indicate that, at the 90% confidence interval, sediments are being washed through culverts with a slope 1% or greater. Therefore it is recommended that EBCs should not be installed at slopes greater than 1%. Of the 12 embedded culverts, only two were found to be effectively allowing for the continuity of sedimentation patterns through the reach of a culvert. Because of the low numbers, the results found are not statistically significant. To better understand the functionality of culverts and the trends presented, more research is needed. ODOT should consider funding additional research in this area to confirm preliminary trends and provide more guidance in the design of embedded bankfull culverts. KW - Anchoring KW - Condition surveys KW - Culverts KW - Design KW - Environmental impacts KW - Fish passage KW - Ohio KW - Sedimentation KW - Streambeds UR - http://worldcat.org/oclc/739996658/viewonline UR - https://trid.trb.org/view/1105747 ER - TY - RPRT AN - 01343277 AU - Brewer, Marcus A AU - Venglar, Steven P AU - Ding, Liang AU - Fitzpatrick, Kay AU - Park, Byung-Jung AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Operations and Safety of Super 2 Corridors with Higher Volumes PY - 2011/06//Technical Report SP - 208p AB - As traffic volumes increase, in both urban and rural areas, the demand on the highway network also increases. Specifically, as rural traffic volumes rise in Texas, the pressure on the state’s network of two-lane highways rises accordingly. Previous research in Texas demonstrated that periodic passing lanes can improve operations on two-lane highways with average daily traffic (ADT) lower than 5000; these “Super 2” highways can provide many of the benefits of a four-lane alignment at a lower cost. This project expands on that research to develop design guidelines for passing lanes on two-lane highways with higher volumes, investigating the effects of volume, terrain, and heavy vehicles on traffic flow and safety. This report discusses findings from field observations and crash analysis of existing Super 2 highway corridors in Texas and computer modeling of traffic conditions on a simulated Super 2 corridor. Results indicate that passing lanes provide added benefit at higher traffic volumes, reducing crashes, delay, and percent time spent following. Empirical Bayes analysis of crash data reveals a 35 percent reduction in expected nonintersection injury crashes. Simulation results indicate that most passing activity takes place within the first mile of the passing lane, so providing additional passing lanes can offer greater benefit than providing longer passing lanes. Whether adding new passing lanes or adding length to existing lanes, the incremental benefit diminishes as additional length is provided and the highway more closely resembles a four-lane alignment. The simulation study also showed that the effects of ADT on operations were more substantial than the effects of terrain or truck percentage for the study corridor. KW - Average daily traffic KW - Computer models KW - Crash analysis KW - Empirical Bayes method KW - Field studies KW - Guidelines KW - Highway design KW - Highway operations KW - Highway safety KW - Passing lanes KW - Texas KW - Traffic delays KW - Traffic flow KW - Traffic safety KW - Traffic volume KW - Two lane highways UR - http://tti.tamu.edu/documents/0-6135-1.pdf UR - https://trid.trb.org/view/1105045 ER - TY - ABST AN - 01574342 TI - Develop Traffic Capacity Models for Mini-Roundabouts from Simulation AB - No capacity models for mini-roundabouts exist, other than from ARCADI, a United Kingdom (UK) model whose equations are unpublished. Based on VISSIM and using typical sizes of small size roundabouts, layouts and models will be developed to simulate at least two typical designs. The models will include effects of large vehicles and assumptions about driving behaviors. The objective is to simulate numerous traffic scenarios representative of all possible traffic volume conditions and estimate maximum throughput at one of the approaches. The maximum throughput data will be fitted in an exponential function as a function of circulating or conflicting volume, and percent of large vehicles. KW - Highway capacity KW - Highway design KW - Roundabouts KW - Through traffic KW - Traffic simulation KW - Traffic volume KW - United Kingdom KW - VISSIM (Computer model) UR - https://trid.trb.org/view/1367009 ER - TY - RPRT AN - 01360939 AU - Drobot, Sheldon AU - Chapman, Michael AU - Lambi, Brice AU - Wiener, Gerry AU - Anderson, Amanda AU - University Corporation for Atmospheric Research AU - Federal Highway Administration TI - The Vehicle Data Translator V3.0 System Description PY - 2011/05/30/Final Report SP - 46p AB - With funding and support from the United States Department of Transportation (US DOT) Research and Innovative Technology Administration (RITA) and direction from the Federal Highway Administration (FHWA) Road Weather Management Program, the National Center for Atmospheric Research (NCAR) is developing a Vehicle Data Translator (VDT) software system that incorporates vehicle-based measurements of the road and surrounding atmosphere with other weather data sources. This document describes version 3.0 of the VDT, including data ingest, data quality check, derivation of road and weather statistics, and the open-source philosophy. KW - Data collection KW - Data quality KW - Intelligent vehicles KW - Road weather information systems KW - Software KW - Vehicle Data Translator KW - Weather conditions UR - http://ntl.bts.gov/lib/43000/43200/43279/FHWA-JPO-11-127_Final.pdf UR - https://trid.trb.org/view/1126440 ER - TY - ABST AN - 01465784 TI - International Stormwater Best Management Practices Database for Fiscal Year 2011-2012 AB - This purchase order to the Water Environment Research Foundation (WERF) will provide support to expand the database to add approximately 40 stormwater reports to the International Stormwater Best Management Practices (BMP) Database for fiscal year 2011-2012. WERF will get the following deliverables from the contractor, which will include the successful completion of entering available and newly anticipated datasets along with the day-to-day operation and maintenance associated with keeping the database operations, addressing technical issues and database/website debugging. Along with general management necessary to analyze the data, the following deliverable will be completed for the Federal Highway Administration (FHWA. A technical publication compendium with executive summary that summarizes the data sets available in the BMP database, and information and conclusion that can be used from the existing data sets. The project team will disseminate findings regarding BMP performance and lessons learned from analysis of the database. The information from this project is being used to improve BMP performance studies as well as selection and design. KW - Best practices KW - Data analysis KW - Databases KW - Drainage KW - Information dissemination KW - Runoff UR - https://trid.trb.org/view/1234018 ER - TY - ABST AN - 01547679 TI - Research for AASHTO Standing Committee on Highways. Task 309. Challenges and Opportunities: A Strategic Plan for Equipment Management Research AB - The project identified the grand challenges that face the organizations that manage highway maintenance equipment and the research needed to address them. These challenges and research needs were identified based on input provided by professionals involved in the different aspects of equipment management who participated in a 2-day workshop. The report on this project has been provided to the American Association of State Highway and Transportation Officials (AASHTO) staff to make it available to the chair and members of the AASHTO Highway Subcommittee on Maintenance. KW - Highway maintenance KW - Maintenance equipment KW - Maintenance management KW - Strategic planning KW - Workshops UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3073 UR - https://trid.trb.org/view/1335311 ER - TY - RPRT AN - 01361033 AU - Gopalakrishna, Deepak AU - Cluett, Chris AU - Battelle Seattle Research Center AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Clarus Multi-State Regional Demonstrations, Evaluation of Use Case #3: Non-Winter Maintenance Decision Support System PY - 2011/05/26/Evaluation Report SP - 58p AB - This evaluation report documents benefits, challenges and the lessons learned from the demonstration of a new tool that offers state departments of transportation (DOTs) the ability to expand decision support beyond snow and ice control to incorporate Clarus data to assist maintenance, operations, and construction-related scheduling decisions. The tool has been developed by Mixon Hill, Incorporated and was demonstrated in selected northern tier states as part of the Clarus Multi-State Regional Demonstration Program under the auspices of the Road Weather Management Program (RWMP) of the Federal Highway Administration (FHWA). KW - Clarus KW - Decision support systems KW - Maintenance practices KW - Road Weather Management Program KW - State departments of transportation KW - Weather forecasting KW - Winter maintenance UR - http://ntl.bts.gov/lib/43000/43100/43179/FHWA-JPO-11-118_Eval_Report_UC-3_FINAL.pdf UR - https://trid.trb.org/view/1126422 ER - TY - ABST AN - 01485874 TI - Adv. Tools for Decision Support for Transp Wildlife & EcoSys AB - This research is intended to advance tools to streamline the Section 7 ESA process such as the Federal Highway Administration (FHWA) biological assessment (BA) tool and the United States Fish & Wildlife Service (USFWS) Information Planning and Consultation (IPaC) tool both web-based applications. The research also seeks to make these systems compatible with the National Oceanic and Atmospheric Administration (NOAA) Consultation Information Record System. This research piloted USFWS IPAC to streamline FHWA projects in Arkansas. KW - Arkansas KW - Biological assessment KW - Decision support systems KW - Ecosystems KW - Environmental impacts KW - Information technology KW - Streamlining KW - Wildlife UR - https://trid.trb.org/view/1255099 ER - TY - RPRT AN - 01354635 AU - Findley, Daniel J AU - Cunningham, Christopher M AU - Schroeder, Bastian J AU - Vaughan, Christopher L AU - Fowler, Tyler J AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Performance of Weathered Steel Guardrail in NC PY - 2011/05/23/Final Report SP - 63p AB - Weathered steel beam guardrail is a popular alternative to galvanized steel guardrail as an aesthetic solution that blends in with the surrounding natural environment. A research study from New Hampshire found that weathered steel guardrail deteriorated quicker than galvanized steel guardrail leaving erratic motorists without a safe roadside barrier. Weather conditions and de-icing chemicals play an obvious role in the deterioration of guardrail. These weather conditions vary across geographical regions, raising the question whether the New Hampshire findings are applicable to North Carolina locations. Nonetheless, the New Hampshire study is being recommended by the Federal Highway Administration for adoption across the country. Some North Carolina weathered steel guardrail installations from the 1980s and 1990s have provided a significant length of service, leading many to believe the findings from New Hampshire might not apply to other states with less severe weather conditions. Eliminating a potential guardrail treatment based on a non-comparable study location is not good engineering practice. Since weathered steel is more aesthetically pleasing and a preferable alternative in many natural environments, this study measures the rate of deterioration under North Carolina specific conditions. The study findings will be valuable to guide further guardrail installation and replacement decisions in North Carolina. The team did not find any trends of deteriorating thickness as a function of guardrail age (oldest installation is almost 30 years old), elevation (highest average installation elevation is 4,200 feet), and AADT (highest traffic is 27,000 vehicles per day). The structural analysis therefore suggests no concerns of using weathered steel beam guardrail in the state of North Carolina. Collision analysis found that weathered steel beam guardrail collisions did not result in more severe collisions than galvanized steel guardrail, and that the severity of collisions decreased over the study period. KW - Crash injuries KW - Crashes KW - Deterioration by environmental action KW - Evaluation and assessment KW - Galvanized metals KW - Guardrails KW - Injury severity KW - Median barriers KW - New Hampshire KW - North Carolina KW - Structural deterioration and defects KW - Weathering steel UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2011-11finalreport.pdf UR - http://ntl.bts.gov/lib/42000/42000/42082/2011-11finalreport.pdf UR - https://trid.trb.org/view/1117683 ER - TY - ABST AN - 01490685 TI - Influencing Work Zone Traffic Flow Through Variable Messaging Technologies AB - In recent years, variable messaging signs (VMS's) have been broadly employed as a part of work zone traffic control across the United States, advising motorists of unexpected traffic and routing situations. When used properly, these signs can command additional attention over regular static work zone signs. Furthermore, VMSs can present a wide variety of information to motorists, making them a highly versatile tool to traffic engineers. The primary objective of this research project is to evaluate the use of variable messaging strategies to determine their potential for improving traffic operations, reducing delay and possibly reducing the currently high number of crashes in work zones. This project will primarily focus on Queue/speed detection and alert systems. A driving simulator will be used in this project as a tool to measure the influence of variable messaging technologies on driver behavior. This study will determine the speed characteristics (average, variance, and 85th percentile speed) of the work zones using both standard Manual of Uniform Traffic Control Devices (MUTCD) signing and variable message signs. This project will determine to what extent and under what conditions variable messaging signs will be most effective. KW - Behavior KW - Drivers KW - Driving simulators KW - Manual on Uniform Traffic Control Devices KW - Queuing KW - Speed detectors KW - Traffic control KW - Traffic delays KW - Variable message signs KW - Work zones UR - http://www.pooledfund.org/Details/Study/303 UR - https://trid.trb.org/view/1260395 ER - TY - ABST AN - 01465783 TI - Management & Operations Work Group Collaboration AB - The meeting will focus on several critical Management and Operation (M&O) topics. In particular, strategic planning for operations, performance measures, innovative tools for collecting traffic data, operations and sustainable communities, the Federal Highway Administration's (FHWA's)) Model Transportation Plans Project, U.S. Department of Transportation (USDOT) Operations Guidance and other federal resources. The specific activities under this task include: working with FHWA staff to develop meeting agendas, identifying and contracting presenters, advertising the meetings, providing logistical and administrative support to the Work Group to ensure that participants have the necessary travel information as well as reading materials and staffing the meetings. KW - Data collection KW - Management KW - Modeling KW - Operations KW - Performance measurement KW - Strategic planning KW - Traffic data UR - https://trid.trb.org/view/1234017 ER - TY - ABST AN - 01570508 TI - TEL8 Telecommunications System AB - The project is involved with distance learning, including graduate level courses in transportation and technology transfer. Also included are continuing education in transportation subjects, seminars and information exchanges, and uplinks to national transportation events and information exchanges. See http://www.tel8.org/ for more details. KW - Continuing education KW - Distance learning KW - Graduate study KW - Technology transfer KW - Telecommunications KW - Transportation KW - Workshops UR - http://www.pooledfund.org/Details/Study/136 UR - https://trid.trb.org/view/1362149 ER - TY - ABST AN - 01463460 TI - Evaluation of LTPP Climatic Data for Use in MEPDG Calibration and Other Pavement Analysis AB - Climate is a major factor influencing the performance of pavements and pavement materials. Long Term Pavement Performance (LTPP) has performed pioneering work to characterize and summarize site-specific climatic data for its General Pavement Studies (GPS) and Specific Pavement Studies (SPS) test sections. However, improvements in climatic data collection are needed to support current and future research on climate effects on pavement materials, design, and performance. The calibration and enhancement of the new Mechanistic-Empirical Pavement Design Guide (MEPDG&mdash;AASHTO, 2008) is just one example of these emerging needs. To address these needs, this study is designed around the following objectives: (1) Examine current and emerging needs in climate data collection and engineering indices for use in MEPDG calibration, changes in Superpave binder performance grading, and development of future mechanistic based infrastructure management including pavement, bridge, and other types of asset management models. (2) Develop a methodology for characterizing location-specific historic climate indices that includes temporal changes in the position and measurement characteristics of the operating weather stations (OWS) used for the computation. This new methodology will include an estimate of the variability or uncertainty caused by the spatial averaging process used to develop the baseline indices. (3) Apply this new methodology to update the climate statistics in the LTPP database. (4) Examine the need to add a climate-soils parameter such as the Thornthwaite Moisture Index (TMI) to the LTPP database. Examine the applicability of TMI to other transportation infrastructure applications. (5) Examine the need for continued location-specific solar radiation measurements to capture the effect of climate change on pavement and other infrastructure performance. Determine if other existing data sources can be used to fulfill this need. KW - Climate KW - Data collection KW - General Pavement Studies (Long-Term Pavement Performance Program) KW - Long-Term Pavement Performance Program KW - Materials KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pavement performance KW - Specific Pavement Studies (LTPP) UR - http://www.fhwa.dot.gov/research/tfhrc/programs/infrastructure/pavements/ltpp/prelim.cfm UR - https://trid.trb.org/view/1231686 ER - TY - ABST AN - 01485872 TI - Coordination with Railroads to Facilitate Acquisition of ROW AB - This research will identify and promulgate effective means of accomplishing the intended Uniform Act goals of minimizing administrative costs and expediting the acquisition of real property and real property access rights from railroads by in part identifying opportunities for improving institutional relationships between Departments of Transportation (DOTs) and railroads. KW - Property acquisition KW - Railroad transportation KW - Real property KW - Right of way (Land) KW - State departments of transportation UR - https://trid.trb.org/view/1255097 ER - TY - ABST AN - 01519420 TI - Study of the Rate of Deterioration of Bridges and Pavements as Affected by Trucks AB - The objectives of this project are to represent the impact of heavy vehicle traffic on pavements and bridges in South Carolina and to create policy recommendations informed by technical analysis as well as the modern political and institutional environment in South Carolina. KW - Bridges KW - Deterioration KW - Heavy vehicles KW - Pavements KW - South Carolina KW - Trucks UR - http://www.scdot.scltap.org/wp-content/uploads/2015/01/FINAL_REPORT_SPR-694.pdf UR - https://trid.trb.org/view/1303034 ER - TY - RPRT AN - 01613859 AU - Federal Highway Administration TI - Iowa’s Comprehensive Highway Safety Plan - Review and Update PY - 2011/05/11 SP - 18p AB - This report provides a summary of a two-part peer exchange sponsored by the Iowa Department of Transportation (Iowa DOT) and the Iowa Governor’s Traffic Safety Bureau (GTSB) held May 11-12, 2011 in Des Moines, Iowa. Part one of the peer exchange offered a web conference designed to solicit peer feedback on Iowa’s current Comprehensive Highway Safety Plan (CHSP); part two was a peer exchange workshop focused on Iowa’s CHSP update process. Prior to the peer exchange, a planning team consisting of representatives from Iowa DOT, GTSB, the Federal Highway Administration (FHWA) Office of Safety, and the FHWA Iowa Division Office determined that it would be helpful to take an outside perspective to evaluate Iowa’s safety program. The planning team engaged peers to review Iowa’s existing CHSP and identify its strengths and weaknesses, as well as opportunities and strategies for improvement. The planning team presented findings from the review in a web conference held in April 2011. Peer feedback helped determine gaps in the plan as well as focus areas for the face-to-face peer exchange. Approximately five weeks after the web conference, the planning team convened a face-to-face workshop with Iowa’s CHSP stakeholders, building on information provided in the peer review. The purpose of the workshop was to share information from model peer states on creating a plan to engage leadership and provide guidance on programs and policies that will reduce serious injury crashes and fatalities on Iowa’s roadways. Iowa DOT’s objectives in requesting the peer review and peer exchange were to: (1) Review the status of Iowa’s CHSP and related efforts; (2) Re-engage Iowa’s safety stakeholders and introduce the new Iowa DOT safety engineer; (3) Learn from new data analysis and peer-participant feedback; (4) Draft the process and inputs for developing Iowa’s next safety plan; and (5) Develop the approach for managing Iowa’s safety plan. Workshop participants acknowledged the successes of Iowa’s current CHSP and shared knowledge and noteworthy practices for creating an effective, updated plan. Selected peers for the peer review and the in-person workshop included the Illinois DOT (IDOT) and the Missouri DOT (MoDOT). A representative from the Utah DOT (UDOT) also participated in the initial peer review. Criteria for selecting peers included the following: States with a record of creating effective Strategic Highway Safety Plans (SHSP) by effectively using data, identifying performance targets, and engaging key stakeholders. KW - Highway safety KW - Illinois Department of Transportation KW - Iowa Department of Transportation KW - Missouri Department of Transportation KW - Peer exchange KW - Stakeholders KW - State departments of transportation KW - Strategic Highway Safety Plan KW - Strategic planning KW - Utah Department of Transportation KW - Workshops UR - http://ntl.bts.gov/lib/59000/59800/59834/peer_report_IA_May2011.pdf UR - https://trid.trb.org/view/1425514 ER - TY - ABST AN - 01576006 TI - VASTO — Evolutionary Agent System for Transportation Outlook AB - The vision of this research emanates from an in-depth understanding of both the limitation of existing traffic analysis capabilities and the potential advantage of a paradigm that creates synergy by integrating the simulation-based traffic analysis models and the agent-based simulation models. KW - Evolution KW - Simulation KW - Traffic control centers KW - Transportation planning KW - Vision UR - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-11-0040 UR - https://trid.trb.org/view/1369874 ER - TY - RPRT AN - 01360945 AU - Cluett, Chris AU - Gopalakrishna, Deepak AU - Battelle Seattle Research Center AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Clarus Multi-State Regional Demonstrations, Evaluation of Use Case #5: Enhanced Road Weather Content for Traveler Advisories PY - 2011/05/11/Final Report SP - 64p AB - This evaluation report presents an assessment of the benefits of a new road condition forecast tool that offers road weather information to travelers. The tool has been developed by Meridian Environmental Technology, Incorporated and has been demonstrated in selected northern tier states as part of the Clarus Multi-State Regional Demonstration Program under the auspices of the Road Weather Management Program (RWMP) of the Federal Highway Administration (FHWA). The use of this tool was independently evaluated under contract to the RWMP. This report identifies the hypotheses that were tested, the data collected and analyzed, and the findings from the evaluation. KW - Clarus KW - Data collection KW - Road weather information systems KW - Road Weather Management Program KW - Weather conditions KW - Weather forecasting UR - http://ntl.bts.gov/lib/43000/43200/43201/FHWA-JPO-11-120_Eval_Report_UC_5_Final_7-25-11.pdf UR - https://trid.trb.org/view/1126431 ER - TY - ABST AN - 01465785 TI - National Wetlands Awards Program AB - The Environmental Law Institute (ELI) will develop and present the multi-agency sponsored "National Wetlands Awards Program" in 2012. ELI presented the same program in 2011. Each year the awards program culminates with an awards ceremony during National Wetlands Week, which is typically in May. The Federal Highway Administration is one of six Federal agencies contributing to the awards program since 2005. KW - Awards KW - Environmental protection KW - Meetings KW - Selection KW - Wetlands UR - https://trid.trb.org/view/1234019 ER - TY - ABST AN - 01549258 TI - Research for the AASHTO Standing Committee on Public Transportation. Task 30. Local Practices in Developing Coordination Partnerships with Taxicab Companies AB - This research documents the best state/local partnerships with private taxi companies. The report details how to form different types of partnerships and includes sample documents, and other useful information on starting a taxi partnership program. KW - Best practices KW - Coordination KW - Documents KW - Local transportation KW - Partnerships KW - Taxicab companies UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2840 UR - https://trid.trb.org/view/1336473 ER - TY - RPRT AN - 01613760 AU - Federal Highway Administration TI - Montana Highway Safety Improvement Program PY - 2011/05/05 SP - 7p AB - This report provides a summary of a peer-to-peer (P2P) videoconference sponsored by the Montana Department of Transportation (MDT) and the Federal Highway Administration (FHWA) Office of Safety held on May 5, 2011. The videoconference format provided a low-cost opportunity for agencies to share information on administering the Highway Safety Improvement Program (HSIP) in rural states. Key participants included: Idaho Transportation Department, North Dakota DOT, South Dakota DOT, and Wyoming DOT. The event included an introduction to the HSIP by the FHWA Office of Safety, overviews of each State’s HSIP process by State Department of Transportation (DOT) representatives, and roundtable discussions among the states regarding the operation of their HSIP. Representatives from each State DOT were joined by safety specialists in their respective State FHWA Division Offices to learn about noteworthy practices in the HSIP. Topics covered included: (1) Identifying and prioritizing projects for HSIP funding and how the Strategic Highway Safety Plan (SHSP) has changed the process; (2) Using cost/benefit ratios to prioritize projects; (3) Implementing systematic improvements through HSIP; (4) Implementing low-cost safety improvements; and (5) Managing crash data. Following the introduction, MDT and each peer agency presented summaries on how they administer their HSIP, including project selection and prioritization criteria, SHSP linkages, examples of implementing systematic improvements through the HSIP, and their management of crash data. Summaries and the results of a roundtable discussion are presented in this report. KW - Benefit cost analysis KW - Best practices KW - Highway safety KW - Highway Safety Improvement Program KW - Idaho Transportation Department KW - Information processing KW - Montana Department of Transportation KW - North Dakota Department of Transportation KW - Peer exchange KW - Project management KW - Rural areas KW - South Dakota Department of Transportation KW - State departments of transportation KW - Strategic Highway Safety Plan KW - Strategic planning KW - Wyoming Department of Transportation UR - http://ntl.bts.gov/lib/59000/59400/59458/peer_report_MT_May2011.pdf UR - https://trid.trb.org/view/1425523 ER - TY - ABST AN - 01485856 TI - PCB E/J and Visualization: Rural Transportation Planning Issues AB - This research will focus on issues and problems in rural areas and the rural community's interaction with the statewide transportation planning process. Research activities will be based on stakeholder input & on coordination with major rural transportation planning stakeholder associations such as the National Association of Development Organizations the National Association of Counties and Rural Planning Organizations of America etc. This research will support activities such as websites for information dissemination training and technical assistance toolkits peer exchanges sharing of best practices conferences & workshops. KW - Rural transportation KW - Technical assistance KW - Transportation planning KW - Visualization KW - Websites (Information retrieval) UR - https://trid.trb.org/view/1255081 ER - TY - ABST AN - 01566747 TI - Transportation Library Connectivity and Development AB - Traditionally, a small group of libraries have been responsible for providing information service within the transportation community. They have managed collections while supporting practitioners and decision-makers. Yet, today a vast amount of industry information is not collected or posted to the internet without a management plan. User research habits are also changing. Recognizing this, a national effort has been made over the past five years to advocate for the development of improved library and information centers. To support the coordinated development of transportation libraries, help implement Transportation Knowledge Networks (TKNs) and extend efforts beyond those of the TPF-5(105) Transportation Library Connectivity pooled fund, the following objectives have been adopted. These will be accomplished through member activities, partnerships with professional groups such as the Transportation Research Board's (TRB's) Library and Information Science for Transportation Committee, Special Libraries Association's (SLA's) Transportation Division and the services of a qualified consultant: (1) Provide technical guidance to eligible members, focused on smaller libraries served by only one librarian, while emphasizing an increased reliance on self-sustaining networks. (2) Promote the value of transportation library and information services through the following activities: (a) Create key information products to demonstrate the value of, and further contribution of, libraries to the field. (b) Deliver presentations to gatherings of Department of Transportation (DOT) administrators, such as meetings of the American Association of State Highway and Transportation Officials (AASHTO) and TRB Committees (Highways, Planning, Environment, etc...). (c) Share training materials and provide training sessions, with an added marketing component, for library users at member institutions. (3) Conduct an annual meeting and workshop, in conjunction with other events, to help members demonstrate the value of library and information services to their customers. (4) Develop an interactive content management system (CMS) based project website, including tracking and reporting information, as well as provide limited access to server space. (5) Collaborate with the National Transportation Library, the AASHTO RAC Task Force on TKNs and other stakeholder groups to enhance communication between transportation librarians, specifically to support their projects as they help implement Transportation Knowledge Networks. (6) Pay OCLC and TLCat library subscriptions for eligible pooled fund members. (7) Implement focused research and technology projects, as proposed by members, on an annual basis. Potential projects which have already been identified include: (a) Financial, technical, and logistical support for the creation of an National Transportation Knowledge Network (NTKN) portal website as envisioned in NCHRP Report 643. (b) The completion of a return-on-investment case study highlighting the tangible contributions of libraries to research. (c) A collaborative cataloging project to expand access to transportation resources, possibly done in conjunction with the NTKN, alleviating member time constraints. (d) Pooled subscriptions for online databases to improve the accessibility of electronic information while reducing access costs to member libraries. (e) Digitization support for institutions wishing to convert printed copies of older materials to digital formats. KW - Connectivity KW - Content management KW - Expert systems KW - Information services KW - Information technology KW - Libraries KW - Transportation knowledge networks KW - Transportation libraries KW - Websites (Information retrieval) UR - http://www.pooledfund.org/Details/Study/466 UR - https://trid.trb.org/view/1358403 ER - TY - RPRT AN - 01577802 AU - Nugent, Brendan AU - Morris, Penelope AU - Ryan, Alex AU - Federal Highway Administration AU - American Association of State Highway & Transportation Officials AU - National Cooperative Highway Research Program TI - Austroads National Performance Indicators PY - 2011/05 SP - 24p AB - In August 2009, the Federal Highway Administration, the American Association of State Highway and Transportation Officials, and the National Cooperative Highway Research Program conducted an international scanning study of how transportation agencies in Australia, England, New Zealand, and Sweden use performance management to demonstrate accountability and performance. The U.S. scan team found many examples of management strategies that used performance measures to achieve improved performance and hold agencies accountable for results. The scan members were particularly interested in learning more about how a common set of highway measures and targets evolved, were established, and are reported in Australia and New Zealand. The Australian states and New Zealand have more than 10 years of experience in producing highway performance measures. These measures allow member agencies to benchmark their performance against one another and provide transparency to the public and policy makers. In this paper, long-time Austroads members describe how the measures are established and provide lessons from their experience. KW - Australia KW - Austroads KW - FHWA International Scanning Program KW - Highways KW - New Zealand KW - Performance measurement UR - http://international.fhwa.dot.gov/pubs/pl11024/pl11024.pdf UR - https://trid.trb.org/view/1370739 ER - TY - RPRT AN - 01570339 AU - Federal Highway Administration TI - Preparing for the Update of New Hampshire’s Strategic Highway Safety Plan: An RSPCB Peer Exchange PY - 2011/05 SP - 17p AB - This report provides a summary of a peer exchange sponsored by the New Hampshire Department of Transportation (NHDOT) held in Concord, NH, May 18-19, 2011. The focus of the peer exchange was on updating New Hampshire’s Strategic Highway Safety Plan (SHSP) and establishing a Toward Zero Deaths (TZD) initiative in the State. The objectives were to: (1) Build a sustainable SHSP by energizing existing and developing cooperative partnerships among highway safety stakeholders; (2) Strengthen the goals, strategies, and performance tracking for SHSP emphasis areas; (3) Learn from others’ experiences in linking datasets and coordinating the exchange of safety data between agencies; and (4) Identify marketing strategies the SHSP and associated efforts, particularly related to TZD and adaptive behavior-marketing initiatives. Selected peers included Utah Department of Transportation (UDOT), Washington State Department of Transportation (WSDOT), and Pennsylvania Department of Transportation (PennDOT). KW - Best practices KW - Cooperation KW - Data sharing KW - Highway safety KW - Marketing KW - New Hampshire Department of Transportation KW - Peer exchange KW - Performance measurement KW - Stakeholders KW - Strategic Highway Safety Plan UR - http://safety.fhwa.dot.gov/p2p/nh/nh.pdf UR - http://ntl.bts.gov/lib/55000/55200/55255/nh.pdf UR - https://trid.trb.org/view/1360040 ER - TY - RPRT AN - 01526435 AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) AU - National Cooperative Highway Research Program TI - Setting Safety Performance Measures in Australia and New Zealand: Lessons for the United States PY - 2011/05 SP - 36p AB - In August 2009, the Federal Highway Administration, the American Association of State Highway and Transportation Officials, and the National Cooperative Highway Research Program conducted an international scanning study of how transportation agencies in Australia, England, New Zealand, and Sweden use performance management to demonstrate accountability and performance. The U.S. scan team found many examples of management strategies that used performance measures to achieve improved performance and hold agencies accountable for results. For example, because improving highway safety is a top priority for transportation agencies in the United States, the scan team members were particularly interested in learning more about how a common set of highway safety measures and targets evolved, were established, and are reported in Australia and New Zealand. The Australian states and New Zealand have more than 10 years of experience in producing common highway performance measures, including safety measures. Their experience holds important lessons for U.S. highway safety practitioners. This followup report was developed by those agencies in cooperation with Austroads, which is the association of highway agencies in Australia and New Zealand. It was written by Eric Howard and Associates in Melbourne, Australia, in cooperation with Austroads. KW - Australia KW - FHWA International Scanning Program KW - Highway safety KW - New Zealand KW - Performance measurement KW - Transportation departments KW - United States UR - http://international.fhwa.dot.gov/pubs/pl11018/pl11018.pdf UR - https://trid.trb.org/view/1307442 ER - TY - RPRT AN - 01506937 AU - United States Federal Highway Administration TI - US 70, Havelock Bypass, Craven County : environmental impact statement PY - 2011/05//Volumes held: Draft, Dapp KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/1291261 ER - TY - RPRT AN - 01470198 AU - Massachusetts Department of Transportation AU - Federal Highway Administration TI - 2011 Massachusetts Bicycle Facility Inventory Year-End Report PY - 2011/05 SP - 35p AB - Massachusetts Department of Transportation’s (MassDOT) Office of Transportation Planning (OTP) is pleased to present the 2011 Massachusetts Bicycle Facilities Inventory Report (Report). This Bicycle Facilities Inventory contains selected 2011 year-end statistics from the Massachusetts Bicycle Facilities Inventory (BFI) file. The BFI file is the name of a continuing data development effort carried out by the OTP to create a database of bicycle information usable in a geographic information system (GIS) for map production, reporting, and analysis. Although OTP has published a bicycle accommodations GIS data layer for many years, this Report is the first published data analysis assembling statewide data on bicycle facilities. The BFI began with the 2008 Massachusetts Bicycle Transportation Plan (2008 Plan), and has been refined over many years through collaborative data collection efforts with MassDOT district offices, state agencies, regional planning offices, and local municipalities. This effort serves to document the ever growing network of bicycle facilities throughout the Commonwealth and seeks to maintain an active inventory of this critical transportation resource. KW - Bicycle facilities KW - Bicycling KW - Databases KW - Geographic information systems KW - Inventory KW - Massachusetts KW - Statistics UR - http://www.massdot.state.ma.us/Portals/17/docs/2011_bike_ye_rpt.pdf UR - https://trid.trb.org/view/1237289 ER - TY - RPRT AN - 01451534 AU - United States Federal Highway Administration TI - Jepson Parkway Project, Solano County : environmental impact statement PY - 2011/05//Volumes held: Draft, Final KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/1220078 ER - TY - RPRT AN - 01448527 AU - Goodchild, Anne AU - Sandoval, Felipe AU - University of Washington, Seattle AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Cost, Emissions, and Customer Service Trade-Off Analysis in Pickup and Delivery Systems PY - 2011/05//Final Report SP - 81p AB - This research offers a novel formulation for including emissions into fleet assignment and vehicle routing, and for the trade-offs faced by fleet operators between cost, emissions, and service quality. This approach enables evaluation of the impact of a variety of internal changes (e.g. time window schemes) and external policies (e.g. spatial restrictions), and enables comparisons of the relative impacts on fleet emissions. In an effort to apply the above approach to real fleets, three different case studies were developed. Each of these cases has significant differences in their fleet composition, customers’ requirements and operational features that provide this research with the opportunity to explore different scenarios. The research includes estimations of the impact on cost, CO2 and NOX emissions from fleet upgrades, the impact on cost, emissions, and customer wait time when demand density or location changes, and the impact on cost, emissions, and customer wait time from congestion and time window flexibility. Additionally it shows that any infrastructure use restriction increases cost, and emissions. A discussion of the implications for policy makers and fleet operators in a variety of physical and transportation environments is also presented. KW - Alternatives analysis KW - Carbon dioxide KW - Case studies KW - Costs KW - Customer service KW - Exhaust gases KW - Fleet assignment KW - Fleet management KW - Nitrogen oxides KW - Pickup and delivery service KW - Quality of service KW - Routing UR - http://ntl.bts.gov/lib/45000/45800/45899/SR500_330_PickupDelivery.pdf UR - https://trid.trb.org/view/1215680 ER - TY - RPRT AN - 01380425 AU - Wang, Kejin AU - Shah, Surendra P AU - Lomboy, Gilson AU - Tregger, Nathan AU - Taylor, Peter AU - Wiegand, Paul AU - Grove, Jim AU - Iowa State University, Ames AU - Federal Highway Administration TI - Self-Consolidating Concrete—Applications for Slip-Form Paving: Phase II PY - 2011/05//Final Report SP - 136p AB - The goal of the project was to develop a new type of self-consolidating concrete (SCC) for slip-form paving to simplify construction and make smoother pavements. Developing the new SCC involved two phases: a feasibility study (Phase I sponsored by TPF-5[098] and concrete admixtures industry) and an in-depth mix proportioning and performance study and field applications (Phase II). The phase I study demonstrated that the new type of SCC needs to possess not only excellent self-consolidating ability before a pavement slab is extruded, but also sufficient “green” strength (the strength of the concrete in a plastic state) after the extrusion. To meet these performance criteria, the new type of SCC mixtures should not be as fluid as conventional SCC but just flowable enough to be self-consolidating. That is, this new type of SCC should be semi-flowable self-consolidating concrete (SFSCC). In the phase II study, effects of different materials and admixtures on rheology, especially the thixotropy, and green strength of fresh SFSCC have been further investigated. The results indicate that SFSCC can be designed to (1) be workable enough for machine placement, (2) be self-consolidating without segregation, (3) hold its shape after extrusion from a paver, and (4) have performance properties (strength and durability) comparable with current pavement concrete. Due to the combined flowability (for self-consolidation) and shape-holding ability (for slip-forming) requirements, SFSCC demands higher cementitious content than conventional pavement concrete. Generally, high cementitious content is associated with high drying shrinkage potential of the concrete. However, well-proportioned and well-constructed SFSCC in a bike path constructed at Ames, Iowa, has not shown any shrinkage cracks after approximately 3 years of field service. On the other hand, another SFSCC pavement with different mix proportions and construction conditions showed random cracking. The results from the field SFSCC performance monitoring implied that not only the mix proportioning method but also the construction practice is important for producing durable SFSCC pavements. A carbon footprint, energy consumption, and cost analysis conducted in this study have suggested that SFSCC is economically comparable to conventional pavement concrete in fixed-form paving construction, with the benefit of faster, quieter, and easier construction. KW - Concrete flowability KW - Pavements KW - Rheology KW - Self compacting concrete KW - Semi-flowable self consolidating concrete KW - Slip form paving UR - http://www.intrans.iastate.edu/research/documents/research-reports/SCC_Phase_2_final_report-edited_wcover.pdf UR - https://trid.trb.org/view/1147321 ER - TY - RPRT AN - 01373950 AU - Smith, Daniel J AU - University of Central Florida, Orlando AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Cost Effective Wildlife Crossing Structures which Minimize the Highway Barrier Effects on Wildlife and Improve Highway Safety along US 64, Tyrrell County, NC PY - 2011/05//Final Report SP - 131p AB - This report presents information on research conducted along US Highway 64 (US 64) from the City of Columbia east to the Alligator River in Tyrrell County, NC. The products of the study include a literature review, evaluation of habitat use and wildlife movement patterns, recommendations for need and locations of cost-effective wildlife crossing structures, and recommendations for additional cost effective design and construction measures to minimize adverse impacts to wildlife and increase highway safety. The need for wildlife crossing structures and other measures (to improve habitat connectivity and permeability of US 64 for wildlife) was evaluated by monitoring successful and unsuccessful (road-kills) animal movements across the highway. We performed road-kill surveys on the 13 mile segment of US 64. Track monitoring was conducted on 31 tracking strips placed at key locations in adjacent wildlife resource areas and at seven locations on the road right-of-way. Data was collected from April 2009 to July 2011. From all field surveys we documented 134 different species. This included 8 state and federally listed species and 16 other species of conservation interest. Data included a total of 27,886 road-kills and 7,557 tracks. Results of mark-recapture studies of small mammals and herpetofauna included 1,265 individuals along the roadside and 534 individuals at control locations. Several black bear road-kills have been recorded over the last decade and track and photographs documented black bear road crossings at several locations. Few white-tail deer were observed or found as roadkill during this study, however vehicle accident reports provided 10 years worth of data on deer-vehicle accident locations. Large numbers of road-killed frogs, snakes and turtles were recorded throughout the project area, but especially adjacent to forested wetland and marsh impoundment habitat areas. Most can be reduced by using appropriate fencing to reduce the amount of prey species killed on road-sides and altering flight trajectories into traffic. Detailed results including identification of road-kill hotspots and species presence/absence are presented; proposed corrective measures including types and locations for wildlife crossing structures are discussed. KW - Animal migrations KW - Black bears KW - Environmental impact analysis KW - Habitat (Ecology) KW - Road kill KW - Tyrrell County (North Carolina) KW - United States Highway 64 KW - White tailed deer KW - Wildlife KW - Wildlife crossings UR - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2009-26finalreport.pdf UR - https://trid.trb.org/view/1141537 ER - TY - RPRT AN - 01366667 AU - Pigman, Jerry G AU - Green, Eric R AU - Walton, Jennifer R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Identification of Secondary Crashes and Recommended Countermeasures PY - 2011/05//Final Report SP - 23p AB - The objective of this study was to identify and analyze the occurrence of secondary crashes on roadways in Kentucky and recommend countermeasures to reduce their frequency and severity. Results show a small percentage of crashes coded as a "Secondary Collision" were confirmed to be a secondary crash based on the definition and requirement of "a crash occurring as a result of a previous crash." It appeared that many of those miscoded as a "Secondary Collision" were the result of misinterpretation of what constituted a secondary crash versus a secondary event. Adoption of the definition used in this analysis, along with more training and data input quality control, was recommended. A review of 9.330 crashes coded as a "Secondary Collision" confirmed 362 or 3.88% as secondary crashes, and matching collision reports for the previous crash were located for only 236 crashes. An alternative analysis involved a query of the CRASH database to determine the time and distance relationships between the primary and subsequent-related crashes. The algorithm was able to identify 87% of the secondary crashes that were previously identified with the extensive manual search and review of crash reports. Based on analysis of the severity associated with secondary collisions (362) identified in the 18-month period of 2009-2010, the overall costs were estimated to be $11,228,100 when considering "Economic Cost" and $33,636,100 when considering "Comprehensive Cost." KW - Costs KW - Countermeasures KW - Crash severity KW - Data quality KW - Definitions KW - Kentucky KW - Secondary crashes UR - http://www.ktc.uky.edu/files/2012/06/KTC_11_06_SPR_402_10_1F.pdf UR - https://trid.trb.org/view/1135204 ER - TY - RPRT AN - 01361634 AU - Rodriguez-Vera, Rita E AU - Lombardi, Nicolas J AU - Machado, Marcelo AS AU - Liu, Judy AU - Sotelino, Elisa D AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Fiber Reinforced Polymer Bridge Decks PY - 2011/05//Final Report SP - 114p AB - The overarching goal of this study was to perform a comprehensive evaluation of various issues related to the strength and serviceability of the fiber reinforced polymer (FRP) deck panels that are available in the industry. Specific objectives were to establish critical limit states to be considered in the design of FRP deck panel, to provide performance specifications to designers, and to develop evaluation techniques for the deck panels in service. Two different FRP panels were studied during the research project: a sandwich panel and a pultruded panel. The sandwich panel was initially selected for the rehabilitation case study bridge. However, for a variety of reasons outside of the scope of this study, both the sandwich panel and the initial case study bridge were dropped from consideration. A new case study bridge was selected, and new proposals from FRP deck manufacturers were solicited. At that time, the pultruded deck was selected. Analysis and experimental results related to both FRP deck panels are included in this report, as information from both decks is relevant to the overarching goal of this study. In November 2009, Sugar Creek Bridge became the first bridge in Indiana to be rehabilitated with an FRP bridge deck. An extensive study, including literature review, analysis, and load tests, suggest that the installed deck should perform well, with web buckling as the ultimate failure mode at a factor of safety of 5. Deflection limits, generally an issue with FRP decks, are satisfied with the installed deck. Meanwhile, some combination of acoustic emission methods, infrared thermography and a newly developed traveling truck deflection method show promise for non-destructive evaluation of the deck in-situ and identification of damage such as delamination of the wearing surface or web buckling. However, such methods have shown variability and could be prohibitively labor-intensive. Therefore, further evaluation is needed if such methods are to be pursued. KW - Bridge decks KW - Bridge design KW - Fiber reinforced polymers KW - Load tests KW - Nondestructive tests KW - Rehabilitation (Maintenance) KW - Serviceability KW - Wearing course (Pavements) UR - http://dx.doi.org/10.5703/1288284314242 UR - http://www.ntis.gov/ UR - https://trid.trb.org/view/1127044 ER - TY - RPRT AN - 01360957 AU - Persad, Khali AU - Weatherby, Cynthia A AU - Nash, Phil AU - Machemehl, Randy AU - Stockton, Bill AU - Cleveland, Theodore G AU - University of Texas, Austin AU - Texas Transportation Institute AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Proposed TxDOT Strategic Research Program PY - 2011/05//Technical Report SP - 156p AB - In late 2009, The Texas Department of Transportation (TxDOT) proposed the development of a Strategic Research Program (SRP) to prepare the department for the transportation challenges likely to be faced in the next 10–30 years. This report documents the results of the work conducted by the Center for Transportation Research (CTR) at The University of Texas at Austin, the Texas Transportation Institute (TTI), and The Center for Multidisciplinary Research in Transportation (TechMRT) at Texas Tech University, to assist TxDOT in developing the elements of the SRP. The scope of the proposed SRP is to complement the current technical research program by addressing longer-term and broader transportation issues that the State Legislature and TxDOT Administration foresee affecting the efficiency and viability of the statewide transportation system. It is envisioned that products would differ from standard research reports in that they would be more concise and audience-friendly, and would be disseminated in forms more appropriate to newer technologies. Research recommendations could require legislative action and/or internal departmental adjustments. KW - Forecasting KW - Research KW - Strategic planning KW - Technological innovations KW - Texas KW - Transportation planning UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6661_1.pdf UR - https://trid.trb.org/view/1127111 ER - TY - RPRT AN - 01357969 AU - Groenier, James Scott AU - Eriksson, Merv AU - Kosmalski, Sharon AU - Department of Agriculture AU - Federal Highway Administration TI - A Guide to Fiber-Reinforced Polymer Trail Bridges PY - 2011/05 SP - 108p AB - Trail bridges not only provide convenient access to the national forests for hikers or packstock, but also can protect fragile riparian ecosystems. But. trail bridges can be difficult—in some cases, dangerous—to build. This report includes the results of controlled tests and case studies of field installations of fiber-reinforced polymer bridges. Fiber-reinforced polymer trail bridges are lighter and easier to assemble than traditional bridges built from wood or steel. At some remote sites, the advantages of light weight and ease of assembly may make fiber-reinforced polymer trail bridges a better alternative than wood or steel bridges. Wood for bridges made from native materials may be in short supply at some remote sites. Care must be taken in transporting fiber-reinforced polymer materials, though. Fiber-reinforced polymer materials are easy to damage when they are being transported to the bridge site and when they are being assembled. KW - Bridge construction KW - Fabrication KW - Fiber reinforced polymers KW - Footbridges KW - Trails KW - Weight UR - http://www.fs.fed.us/eng/pubs/pdfpubs/pdf06232824/pdf06232824dpi72.pdf UR - https://trid.trb.org/view/1121579 ER - TY - RPRT AN - 01354128 AU - Schoch, Lisa AU - Fraser, Clayton AU - Colorado Department of Transportation AU - Colorado Department of Transportation AU - Fraserdesign AU - Federal Highway Administration TI - Colorado Statewide Historic Bridge Inventory PY - 2011/05//Final Report SP - 13p AB - The purpose of the Colorado statewide historic bridge inventory was to document and evaluate the National Register of Historic Places eligibility all on-system highway bridges and grade separation structures built in Colorado between 1959 and 1968. The results of this study were to be documented in a searchable database, in individual historic bridge site forms, and in Multiple Property Documentation Form (MPDF), a report that includes a historic context and provides guidance for evaluating historic properties. The project scope also included an update to information about the listed, eligible, or possibly eligible bridges identified in CDOT’s previous bridge inventories from 1983, 1987, and 2000. The project was not completed during the contract period, so all of the data is in draft form and there are no results to report. The results of the inventory will be used by the history staff at CDOT Headquarters and Regions 4 and 6 in coordinating compliance with Section 106 of the National Historic Preservation Act for projects involving bridge replacement and repair. It will be distributed to each of the CDOT transportation regions for use in project planning. The survey will also be used by the Colorado Office of Archaeology and Historic Preservation (OAHP) and local historical societies, preservation groups, certified local governments, and other organizations interested in historic bridges. The results of the study will be distributed to agencies and groups and once the study has been completed, a copy of the inventory will be housed at the Colorado OAHP for use by historians, consultants, preservation groups, and members of the public. KW - Colorado KW - Historic bridges KW - Historic preservation KW - Inventory UR - http://www.coloradodot.info/programs/research/pdfs/2011/historicbridges.pdf/view UR - https://trid.trb.org/view/1114754 ER - TY - RPRT AN - 01352638 AU - Taha, M M Reda AU - Grahn, R AU - Hays, J AU - Reinhart, A K AU - University of New Mexico, Albuquerque AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Examining Short & Long Term Properties of Self-Consolidating Concrete (SCC) PY - 2011/05//Final Project Report SP - 377p AB - This report provides the results of a research study requested by New Mexico Department of Transportation (NMDOT) and conducted by University of New Mexico. The research team examined developing and characterizing self-consolidating concrete (SCC) produced using local New Mexico materials. It also includes a brief review on the state of the art of SCC. Five SCC mixes were produced using local New Mexico aggregate from two sources in New Mexico. SCC mixes are compared to normal vibrated concrete (NVC) mixes typically used in NMDOT highway projects and they were produced using the same local aggregate. Mix designs of the SCC and NVC mixes are described in detail. The plastic properties of fresh concrete are reported and discussed. Complete details on all strength and durability characteristics of SCC examined up to one year of age are discussed. The strength characteristics include compressive and flexural strength and static and dynamic modulus of elasticity. Creep and shrinkage of SCC are also studied as well as durability properties including chloride ion resistance, freeze-thaw durability, and the potential for alkali-silica reaction (ASR). The report concludes with a suggested implementation plan for using SCC in highway projects in New Mexico. KW - Admixtures KW - Alkali silica reactions KW - Compressive strength KW - Creep KW - Durability KW - Flexural strength KW - Freeze thaw durability KW - Fresh concrete KW - Mechanical properties KW - Mix design KW - Modulus of elasticity KW - New Mexico KW - Plan implementation KW - Resistance (Mechanics) KW - Self compacting concrete KW - Shrinkage UR - http://archives.elpalacio.org/cdm/singleitem/collection/p267801coll5/id/4315/rec/2 UR - https://trid.trb.org/view/1117072 ER - TY - JOUR AN - 01352200 JO - Public Roads PB - Federal Highway Administration AU - Hekter, Jessica AU - Fletcher, Leslie TI - A City's Signature Centerpiece PY - 2011/05 VL - 74 IS - 6 SP - pp 2-7 AB - Downtown Greenville, South Carolina, is a striking success story of how a community reinvented itself. This paper describes how the city accomplished its transformation from a declining business district to a sustainable community. In the mid-20th century, Greenville's downtown along Reedy River was no longer a major retail hub and its Main Street was mostly vacant. The riverfront and its unusual waterfall, which cascades through a wooded valley in the heart of town, were polluted and littered. In 1960, a four-lane highway overpass, the Camperdown Way Bridge, was built across the waterfall, obstructing the view of the picturesque falls and creating a barrier to public access. Faced with the declining business district, Greenville leaders chose to partner with private developers to recreate the downtown in a model of sustainable redevelopment. Greenville set out to remake Main Street and create an atmosphere that would be conducive to entertainment and the arts, and attract offices, residential condominiums, and specialty retail businesses. In the process, the city replaced the underused highway overpass with a landmark suspension bridge for pedestrians. Liberty Bridge curves in a sweeping arc just downstream from a natural waterfall and serves as a critical component in transforming Falls Park into a regional attraction and gathering spot. From conception to detailed construction documents took about 3 years, including an extensive review process by city officials and residents. Construction took about 14 months and was completed in 2004. The bridge was paid for primarily through hospitality tax revenues. A new convention center and streetscaping also accelerated development in Greenville. The city estimates a minimum of one million visitors have enjoyed Falls Park since it opened, and potential private investment in the immediate area could reach 10 to 20 times the public investment. KW - Central business districts KW - Curved bridges KW - Financing KW - Footbridges KW - Greenville (South Carolina) KW - Parks KW - Planning and design KW - Redevelopment KW - Streetscape KW - Suspension bridges KW - Sustainable development UR - http://www.fhwa.dot.gov/publications/publicroads/11mayjun/05.cfm UR - https://trid.trb.org/view/1104006 ER - TY - JOUR AN - 01352181 JO - Public Roads PB - Federal Highway Administration AU - Davis, Donald AU - Davis, Norah TI - Mississippi's Recovery PY - 2011/05 VL - 74 IS - 6 SP - pp 8-13 AB - This article presents a first-hand look at what the Mississippi Department of Transportation and the Federal Highway Administration’s (FHWA) Mississippi Division faced in Mississippi's coastal counties following Hurricane Katrina in 2005. Their work began even before the hurricane hit, as they assembled their staff and reviewed the FHWA’s Emergency Relief Manual to assess anticipated needs. The first job after the hurricane was to inspect the damage. Many highways were either destroyed or piled high with rubble. Most main roads had only one makeshift lane open. Several spans of Interstate 10, a major transportation link, were heavily damaged. On U.S. 90, another major corridor, the Saint Louis Bay and Biloxi Bay bridges were completely destroyed. To repair the damaged I–10 bridge, the State used accelerated procedures to award a $5.2 million contract within 1 week. The contractor demolished the damaged spans and reconstructed them, completing the work in 21 days. A design-build contracting mechanism was chosen for replacing the U.S. 90 bridges. To ensure quick completion, the contractor was to receive a $5 million lump-sum bonus if one bridge was open for two-way traffic by May 16, 2007, but would face a penalty of $100,000 per day if the contractor failed to meet that date. The contractor met the milestone date and all remaining work included in that contract was completed in early 2008. During the construction, detours led to significant congestion and delays. To reduce this problem, ferry service was established between Bay Saint Louis and Pass Christian. After the new bridges were completed, U.S. 90 was rebuilt. As of mid-2011, Mississippi is very close to finishing all work associated with rebuilding the transportation infrastructure damaged by Hurricane Katrina. The reconstruction of Mississippi's infrastructure cost more than $1 billion. KW - Bridge construction KW - Case studies KW - Design build KW - Disaster preparedness KW - Disaster relief KW - Disasters KW - Highway bridges KW - Hurricane Katrina, 2005 KW - Hurricanes KW - Inspection KW - Mississippi KW - Mississippi Department of Transportation KW - Repairing KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/11mayjun/02.cfm UR - https://trid.trb.org/view/1104007 ER - TY - RPRT AN - 01351906 AU - Carson, Jodi L AU - Pezoldt, Val J AU - Koncz, Nicholas AU - Obeng-Boampong, Kwaku AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Benefits of Public Roadside Safety Rest Areas in Texas PY - 2011/05//Technical Report SP - 238p AB - The objective of this investigation was to develop a benefit-cost analysis methodology for safety rest areas in Texas and to demonstrate its application in select corridors throughout the state. In addition, this project considered novel safety rest area development approaches that could reduce the public cost burden borne by individual public agencies. Based upon the available supporting data for Texas, a benefit-cost ratio relationship was developed that included safety, comfort and convenience, and excess travel and diversion benefits accrued by highway users; direct monetary benefits accrued by highway or other public agencies; economic development/tourism and specific business enterprise benefits accrued by external entities and direct monetary cost accrued by highway or other public agencies. The resulting method utilizes timely and relevant data and national/aggregate unit values, whose sources are carefully documented to ensure defensibility and repeatability of the benefit-cost ratios estimated for Texas. A noted shortcoming of the applied method is that it is heavily assumption-based—minor changes to any of the assumed values will influence the resultant benefit-cost ratios, although it is unclear to what extent these ratios would change. A second shortcoming not unique to this methodology relates to the quality and accessibility of supporting data, which challenged and in some instances prevented estimation of individual benefit and cost components. A high level of variability in individual benefit and cost component estimates—both within and between the three demonstration corridors—suggests limitations to the transferability of these results. KW - Benefit cost analysis KW - Highway safety KW - Roadside rest areas KW - Texas KW - Traffic Information Centers UR - http://tti.tamu.edu/documents/0-6267-2.pdf UR - http://ntl.bts.gov/lib/40000/40500/40595/0-6267-2.pdf UR - https://trid.trb.org/view/1114440 ER - TY - JOUR AN - 01350760 JO - Public Roads PB - Federal Highway Administration AU - Do, Ann H AU - Fitzpatrick, Kay AU - Chrysler, Susan T AU - Shurbutt, Jim AU - Hunter, William W AU - Turner, Shawn TI - Safety Strategies Study PY - 2011/05 VL - 74 IS - 6 SP - pp 14-19 AB - Although fatality and injury numbers have decreased slightly in recent years, pedestrians and bicyclists still face risks on the Nation's roadways. This paper highlights a recent Federal Highway Administration (FHWA) project, Evaluation of Pedestrian and Bicycle Engineering Countermeasures, that was conducted to identify and quantify the effectiveness of medium- to low-cost strategies in improving safety and operations for pedestrians and bicyclists. The findings from this study can help departments of transportation identify cost-effective techniques to implement on their highways and streets to help improve safety for pedestrians and bicyclists. The FHWA project focused on existing and emerging engineering countermeasures that have not yet been comprehensively evaluated. The countermeasures selected for evaluation were the rectangular rapid-flashing beacon (RRFB); the pedestrian hybrid beacon, formerly called High intensity Activated crossWalK (HAWK); shared lane markings for bicyclists (sharrows); and crosswalk markings as viewed by drivers. The report on evaluation methods developed as part of the FHWA project offers information to traffic engineering practitioners on how to conduct an evaluation of traffic control devices for roadways used by pedestrians and bicyclists. Evaluation methods described in the guide include user surveys or interviews, visibility studies, driving performance studies, observational traffic studies, and crash analyses. The evaluations conducted in the FHWA study exemplify several of the study approaches described in the evaluation methods report and can serve as models for studies that use crash analysis (pedestrian hybrid beacons), traffic observations (RRFB and shared lane markings), and human factors (driver decisions regarding visibility of crosswalk markings). The results of this study will be incorporated into the second versions of FHWA's online guides, Pedestrian Safety Guide and Countermeasure Selection System and Bicycle Countermeasure Selection System. KW - Bicycle crashes KW - Bicycle lanes KW - Bicycle safety KW - Cost effectiveness KW - Countermeasures KW - Crash analysis KW - Crosswalks KW - Evaluation and assessment KW - Flashing beacons KW - Human factors KW - Lane lines KW - Observational method KW - Operations KW - Pedestrian actuated controllers KW - Pedestrian safety KW - Pedestrian vehicle interface KW - Pedestrian-vehicle crashes KW - Traffic control devices KW - Traffic engineering KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/11mayjun/02.cfm UR - https://trid.trb.org/view/1104008 ER - TY - JOUR AN - 01350759 JO - Public Roads PB - Federal Highway Administration AU - Duwadi, Sheila Rimal AU - Munley, Eric TI - Securing the Nation's Bridges PY - 2011/05 VL - 74 IS - 6 SP - pp 20-27 AB - Securing the Nation's critical infrastructure, including bridges, emerged as a major issue after the terrorist attacks of September 11, 2001. This article discusses the Federal Highway Administration’s (FHWA) research and development efforts to protect bridges from acts of terrorism. Responding to the security threat has required collaboration among numerous public agencies, the military and the private sector. The FHWA has conducted field evaluations to assess potential targets and analyze vulnerabilities. Research directed toward technology assessment as well as mitigation efforts has been conducted, including an ongoing research effort on steel bridge towers subjected to blast loadings. The FHWA has identified nine areas for future research regarding bridge and tunnel security. Although researchers have learned much about how to protect the Nation's infrastructure in the decade since the September 11 attacks, much work remains. Ever-changing threats and the inherently low probability of an attack at any one location make decision making about mitigation measures difficult. Security mitigation is easier when the target and consequences are clear. With changing threats and so many potential targets, there are limitations on what can be done in terms of structural retrofits and designing for security. An effective security plan must be developed to detect, delay, and deter attacks and to defend when possible. A plan for organized and rapid response and recovery may be the most appropriate and effective security action for most of the Nation's bridges and tunnels. FHWA will continue to conduct research designed to provide highway structures that are safe and reliable for all service conditions. In the process of rehabilitating existing structures, steps will be taken to incorporate designs and mitigation measures to secure against potential hazards. Even after the bridge of the future delivers high performance with low maintenance, eliminating hazards will continue to be an agency goal. KW - Bridge design KW - Bridge members KW - Cooperation KW - Disaster preparedness KW - Field studies KW - Highway bridges KW - Product development KW - Research KW - Risk assessment KW - Security KW - Steel bridges KW - Terrorism KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/11mayjun/04.cfm UR - https://trid.trb.org/view/1104009 ER - TY - RPRT AN - 01350105 AU - Daluge, Mary Jane AU - DeLong, Matthew AU - Hanig, Laurie AU - Kalla, Hari AU - Klauer, Charlie AU - Klein, Kenneth AU - Klekar, Susan AU - McMillan, Lyle AU - Quiroga, Cesar AU - Soule, Jeffrey AU - Tracy, Mary AU - Wessinger, Barbara 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 - Outdoor Advertising Control Practices in Australia, Europe, and Japan PY - 2011/05 SP - 92p AB - Although the Highway Beautification Act (HBA) has been credited with reducing the number of nonconforming signs and removing illegal signs throughout the country, the law is controversial and costly to administer. Many have questioned whether it has controlled outdoor advertising or met the intent of the U.S. Congress. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of Australia, Sweden, the Netherlands, and the United Kingdom to learn how they regulate outdoor advertising both inside and outside the roadway right-of-way. The scan team also conducted a desk scan of outdoor advertising practices in Japan. In its study, the scan team observed the following: (1) context-sensitive and safety-oriented laws and regulations, (2) no regulation of nonconforming signs or distinction between on-premise and off-premise signs, (3) emphasis on safety and environmental impacts in guidelines and permit requirements, and (4) more collaboration between outdoor advertising stakeholders than in the United States. The scan team assembled implementation ideas under the following improvement goals: streamlining the program, improving efficiency, improving transparency, adopting a context-sensitive approach, and enhancing safety. KW - Australia KW - Context sensitive design KW - Cooperation KW - Environmental impacts KW - FHWA International Scanning Program KW - Highway Beautification Act of 1965 KW - Highway safety KW - Japan KW - Laws KW - Netherlands KW - Regulations KW - Roadside advertising KW - Stakeholders KW - Study tours KW - Sweden KW - United Kingdom UR - http://permanent.access.gpo.gov/gpo20548/pl11023.pdf UR - http://ntl.bts.gov/lib/42000/42200/42240/FHWA-PL-11-023.pdf UR - https://trid.trb.org/view/1113078 ER - TY - RPRT AN - 01349368 AU - Porter, Ronald AU - McCormack, Edward D AU - Briglia, Peter M AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - ITS Evaluation — Phase 3 (2010) PY - 2011/05//Research Report SP - 136p AB - This report documents the results of applying a previously developed, standardized approach for evaluating intelligent transportation systems (ITS) projects to 17 ITS earmark projects. These projects were funded between 1999 and 2004. They were a diverse collection that involved the deployment of traffic management systems, traveler information systems, and communications systems. The evaluation approach was based on a questionnaire to investigate technical, management, and organizational lessons learned. The report includes an evaluation report for each of the 17 ITS projects. Each report includes a discussion of the following: Background; Project description; System usage and benefits; Cost, operations and maintenance; Architecture and standards; and Lessons learned. Most of the lessons learned in this evaluation phase were similar to those documented in previous evaluations. KW - Evaluation and assessment KW - Highway traffic control systems KW - Intelligent transportation systems KW - Lessons learned KW - Project management KW - Traveler information and communication systems UR - http://www.wsdot.wa.gov/research/reports/fullreports/672.3.pdf UR - https://trid.trb.org/view/1108817 ER - TY - RPRT AN - 01345002 AU - Houston, Nancy AU - Baldwin, Craig AU - Easton, Andrea Vann AU - Sangillo, Jeff AU - Booz Allen Hamilton AU - Federal Highway Administration TI - National Special Security Events: Transportation Planning for Planned Special Events PY - 2011/05//Final Report SP - 148p AB - Unique among planned special event activities are those events that carry the National Special Security Event (NSSE) designation. NSSEs occur with some frequency, with 35 of these events held between September 1998 and February 2010. These events include, but are not limited to, presidential inaugurations, presidential nominating conventions, major sports events such as the Super Bowl, and major international meetings such as the G-20 Summit. The US Secret Service (USSS) designates these planned special events due to the Secret Service’s responsibility for operational security for events of national significance. In most cases, NSSEs affect the transportation system for the jurisdiction in which the NSSE occurs. This document provides a transportation overview of NSSEs. As part of that transportation perspective, the document includes lessons learned from previous NSSEs, two transportation-focused case studies of two recent NSSEs, a checklist to assist transportation practitioners as they prepare for and execute an NSSE, a playbook that identifies key transportation activities for an NSSE, an NSSE fact sheet, a template as an aid to provide information about an NSSE to appropriate groups in both the planning and implementation phases of these events, and a resource directory. The primary audiences for this document are state departments of transportation (DOTs) and local transportation, public works, and law enforcement agencies responsible for planning and executing transportation for NSSEs. KW - National special security events KW - Planned special events KW - Security KW - Special events KW - Transportation planning UR - http://ops.fhwa.dot.gov/resources/news/news_detail.asp?ID=740 UR - http://www.ops.fhwa.dot.gov/publications/fhwahop11012/fhwahop11012.pdf UR - https://trid.trb.org/view/1105096 ER - TY - RPRT AN - 01344718 AU - Chrysler, Susan T AU - Fitzpatrick, Kay AU - Brewer, Marcus A AU - Cynecki, Mike AU - Texas Transportation Institute AU - Federal Highway Administration TI - Pedestrian and Bicyclist Traffic Control Device Evaluation Methods PY - 2011/05//Technical Report SP - 96p AB - This report offers traffic engineering practitioners information on how to evaluate roadway traffic control devices used by pedestrians and bicyclists. Though presented in the context of devices meant for pedestrian and bicyclist facilities, the guidance provided can be applied in a more general sense to evaluations of traffic control devices in all settings. The evaluation methods report is designed for practitioners (State transportation departments and county or city engineers and planners) but could also be helpful to traffic safety students and researchers. Personnel without specialized statistical analysis skills should be able to use the report. It presents a detailed plan for practitioners to follow from the initial problem identification stages to documenting the evaluation effort. The first step of any evaluation is to clearly formulate the research question by identifying the motorist, pedestrian, or bicyclist behavior that poses a safety or operational problem. Candidate traffic control devices and other countermeasures can then be identified as potential solutions to that problem. The evaluation methods described in this report include user surveys or interviews, visibility studies, driving performance studies, observational traffic studies, and crash analyses. The selection of the appropriate evaluation method will consider cost, time, research aims, and available research equipment and staff. KW - Crash analysis KW - Cyclists KW - Field studies KW - Interviewing KW - Manual on Uniform Traffic Control Devices KW - Pedestrians KW - Surveys KW - Traffic control devices UR - http://www.fhwa.dot.gov/publications/research/safety/pedbike/11035/11035.pdf UR - https://trid.trb.org/view/1107286 ER - TY - RPRT AN - 01344717 AU - Kniowski, Andrew B AU - Gehrt, Stanley D AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Ohio Department of Natural Resources AU - Federal Highway Administration TI - Summer Ecology of Indiana Bats in Ohio PY - 2011/05 SP - 124p AB - The Indiana bat (Myotis sodalis) is a tree roosting species found throughout the eastern United States that is federally listed as endangered by the U.S. Fish and Wildlife Service. A more detailed understanding of summer roosting and foraging habitat for Indiana bats is needed for effective conservation and management. The objectives of this research included identifying and describing aspects of the summer ecology of this species, especially selection of tree roosts and foraging habitat in the Big Darby Creek area in Ohio. During the 2008–2010 seasons, the authors captured 55 Indiana bats and radiotracked 51 individuals. They tracked bats to 56 roost trees 474 times (bat roost days). Roosts were largely clustered in riparian woodland habitat along the Big Darby Creek. Roost trees were of 11 different species but two of the trees could not be identified. Eight of the trees were alive, two were declining, and the rest were dead or in a greater stage of decay. Roost trees were found relatively close to water, and tended to be dead or decaying, have a high percentage of loose bark, and be of a dominant canopy class, when compared to other available trees. The authors calculated 33 home ranges. Average home range size was 210.5 ± 130.6 SD ha (0.84 ± 0.52 SD mi²) for fixed kernel and 374.2 ± 359.6 SD ha (1.49 ± 1.44 SD mi²) for minimum convex polygon. Bats selected woodland and water habitats, and avoided cropland at multiple spatial scales. Although most foraging flights occurred within the riparian corridor, bats also moved outside the corridor to upland areas. KW - Bats (Animals) KW - Endangered species KW - Habitat (Ecology) KW - Indiana KW - Ohio UR - http://worldcat.org/oclc/746561060/viewonline UR - http://ntl.bts.gov/lib/39000/39200/39237/134387_FR.pdf UR - https://trid.trb.org/view/1107292 ER - TY - RPRT AN - 01344048 AU - Arndt, Jeffrey AU - Edrington, Suzie AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Rural and Urban Transit District Benchmarking—Effectiveness and Efficiency Guidance Document PY - 2011/05 SP - 62p AB - Rural and urban transit systems have sought ways to compare performance across agencies, identifying successful service delivery strategies and applying these concepts to achieve successful results within their agency. Benchmarking is a method used to accomplish this goal. Benchmarking is a means of comparing performance to an established performance baseline. Benchmarks are typically established through the process of identifying successful business practices through performance measurement. This guidance document establishes peer groupings for rural and urban transit districts, calculates effectiveness and efficiency factors within the peer groups, and identifies transferable elements of high performers that may provide transit districts information applicable to improve their own performance. The goal of this guidance document is to help rural and urban transit districts better understand and set targets for performance, increasing the return on federal and state transit investment. KW - Benchmarks KW - Peer groups KW - Performance measurement KW - Public transit KW - Rural transit KW - Texas KW - Transit districts KW - Urban transit UR - http://tti.tamu.edu/documents/0-6205-P1.pdf UR - http://ntl.bts.gov/lib/39000/39100/39140/0-6205-P1.pdf UR - https://trid.trb.org/view/1106402 ER - TY - RPRT AN - 01344045 AU - Arndt, Jeffrey AU - Edrington, Suzie AU - Sandidge, Matthew AU - Quadrifoglio, Luca AU - Perkins, Judy AU - Texas Transportation Institute AU - Prairie View A&M University AU - Texas Department of Transportation AU - Federal Highway Administration TI - Peer Grouping and Performance Measurement to Improve Rural and Urban Transit in Texas PY - 2011/05//Technical Report SP - 146p AB - Rural and small urban transit systems in Texas will become even more important with predicted changes in population trends. Rural demographic trends indicate growth in the number of persons age 65 and over coupled with a decrease in population density. Small urban area trends indicate substantial population growth and broadened geographic boundaries, yet resources to provide rural and small urban transit are limited. Therefore, transit managers find it is increasingly important to maximize service efficiency and effectiveness. The purpose of this research was to identify peer groups, performance benchmarks, and strategies used by successful transit providers to achieve high performance. The research project identifies peer groups based on the transit environment within which each agency operates, so that agencies can be compared to other operators who face similar environments. Peer group effectiveness and efficiency performance are examined within and between rural and urban peer groups, and high performers are identified for case studies. Through the case studies, key attributes are identified for achieving high operating efficiency and/or effectiveness. Performance strategies are categorized to provide transit providers with transferrable information to improve performance and increase the return on transit investment. KW - Benchmarks KW - Case studies KW - Demographics KW - Operating efficiency KW - Peer groups KW - Performance measurement KW - Public transit KW - Rural transit KW - Strategic planning KW - Texas KW - Transit operating agencies KW - Trend (Statistics) KW - Urban transit UR - http://tti.tamu.edu/documents/0-6205-1.pdf UR - http://ntl.bts.gov/lib/39000/39100/39139/0-6205-1.pdf UR - https://trid.trb.org/view/1106478 ER - TY - RPRT AN - 01343905 AU - Ullman, Gerald L AU - Iragavarapu, Vichika AU - Sun, Dazhi AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Work Zone Positive Protection Guidelines PY - 2011/05//Technical Report SP - 120p AB - The goal of this project was to develop implementation guidance that the Texas Department of Transportation (TxDOT) can use to make better decisions regarding when and where to use positive protection in work zones and when to consider exposure control and other traffic control measures that could improve work zone safety. The specific objectives of the project were as follows: Analyze the benefits and costs of using portable concrete barrier (PCB) for positive protection in work zones; Analyze the benefits and costs associated with the use of moveable and portable barrier technologies that can be more quickly deployed and removed at work sites than traditional PCB; Analyze the benefits and costs of non-positive protection devices that can be used to improve safety and reduce work zone intrusion events in work zones; and Develop implementation guidelines for these various technologies. Researchers also developed guidelines for portable concrete barrier use in work zones. Guidelines regarding the use of portable steel barrier, mobile barrier, and truck-mounted attenuators were also developed. General guidance and information regarding the use of exposure control measures and other traffic control measures to reduce work space intrusion risks were also included in this report. KW - Benefit cost analysis KW - Decision making KW - Guidelines KW - Implementation KW - Temporary barriers KW - Truck mounted attenuators KW - Work zone safety KW - Work zone traffic control UR - http://tti.tamu.edu/documents/0-6163-1.pdf UR - https://trid.trb.org/view/1106286 ER - TY - RPRT AN - 01343903 AU - Frawley, William E AU - Borowiec, Jeffrey D AU - Protopapas, Annie A AU - Morgan, Curtis A AU - Warner, Jeffery E AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Landside Freight Access to Airports: Findings and Case Studies PY - 2011/05//Technical Report SP - 282p AB - Texas’ airports play a large role in the national and regional movement of goods by air. This includes goods moved within the state, across the country, and internationally to several continents. Most of this movement of goods is accomplished at the largest airports in Texas. However, as freight demand grows, a time will come when other airports will need to be utilized to accommodate additional demand. Properly planned transportation infrastructure is critical to ensure the vitality of an airport’s freight operations. Time-sensitive air freight requires high levels of operational efficiency, which is generally optimized by taking steps to ensure both freight and passenger roadway access within the airport boundaries. Connections and design features of regional highways near the airports are no less important because they allow access to these important economic generators. This research report identifies the issues, barriers, physical bottlenecks (e.g., infrastructure needs), and solutions (including funding mechanisms) concerning landside access to airports in Texas. Inner city airports in large metropolitan areas sometimes face roadway geometric challenges, but typically have relatively low cargo activity levels. Shipping representatives stated that wayfinding is a key characteristic in providing good landside freight access to airports. Signage needs to be visible and informative in advance of necessary turns or lane changes. Efforts need to be taken to minimize comingling of freight and passenger traffic in areas near the passenger terminals. A variety of funding opportunities exist through public, private, and shared sources to improve access to airports. KW - Access KW - Air cargo KW - Air cargo terminals KW - Airports KW - Case studies KW - Financing KW - Guide signs KW - Highway design KW - Highway traffic control KW - Landside access KW - Landside operations (Airports) KW - Texas KW - Wayfinding UR - http://tti.tamu.edu/documents/0-6265-1.pdf UR - https://trid.trb.org/view/1106263 ER - TY - RPRT AN - 01343901 AU - Puppala, Anand J AU - Wejrungsikul, Thornchaya AU - Williammee, Richard S AU - Witherspoon, Thomas AU - Hoyos, Laureano AU - University of Texas, Arlington AU - Texas Department of Transportation AU - Federal Highway Administration TI - Design of Inclined Loaded Drilled Shafts in High-Plasticity Clay Environment PY - 2011/05//Technical Report SP - 242p AB - Drilled shaft foundations are principally used to support many structures such as bridge piers, towers, buildings, transmission towers, and roadway cable barriers. This research focuses on the use of drilled shafts in the cable median barrier systems which play an important role in protecting people’s lives due to cross-over collisions on highways. During December 2006 to February 2007, several failures of 3-cable median barrier (TL-3) were observed in Kaufman County near Dallas without any traffic-related vehicular impacts. Preliminary investigation of failures showed that failed drilled shafts were located in high plasticity clay. Causes of failures are attributed to cold temperature induced shrinkage in the cables that increased in the tension in them, soil saturation due to long periods of rainfall and small sizes of drilled shafts used. Various sizes of drilled shafts were established and constructed in an environment similar to the one in which foundation distress was observed. Geotechnical sampling and laboratory testing were performed, and a new test setup for the application of an inclined tensile loading on drilled shafts was designed to simulate the loading under real field conditions. The capacities of different sizes of drilled shafts from field test were tested and measured under this setup. Once good simulation was obtained, the models are used for various foundation dimensions and various undrained shear strengths of soils which, in turn, provided results that are used in the development of foundation design charts. Additionally, construction guidelines and recommendation for periodic maintenance are provided in this report. KW - Cable barriers KW - Clay soils KW - Cold temperatures KW - Design charts KW - Drilled shafts KW - Failure KW - Foundations KW - Geotechnical engineering KW - Laboratory tests KW - Median barriers KW - Plasticity KW - Saturated soils KW - Shrinkage KW - Simulation KW - Size KW - Tension tests UR - http://tti.tamu.edu/documents/0-6146-1.pdf UR - https://trid.trb.org/view/1106260 ER - TY - RPRT AN - 01343899 AU - Storey, Beverly J AU - Schutt, James R AU - McFalls, Jett A AU - Jones, Kim D AU - Garza, Abel P AU - Gaus, Teresa A AU - Marek, Gary AU - Heflin, Kevin AU - Rogers, William J AU - Robinson, Clay AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Synthesis and Study of the Roadside Vegetation Establishment Process PY - 2011/05//Technical Report SP - 112p AB - The Texas Pollutant Discharge Elimination System (TPDES), which is administered and enforced by the Texas Commission on Environmental Quality (TCEQ), requires perennial vegetation to 70 percent of native or adjacent background vegetation before a Notice of Termination (NOT) can be filed. The Texas Department of Transportation's (TxDOT) roadway projects often terminate at times of the year when establishing permanent vegetation is very difficult or nearly impossible. Even when the construction calendar and the ideal growing season line up, establishing vegetation is still a constant challenge. Regions of the state that have limited rainfall and a shorter growing season often take multiple years to establish vegetation to meet the TPDES requirements. The objective of this study was to provide a more diverse set of tools and options for TxDOT personnel that will help ensure timely vegetation establishment to meet the TPDES regulatory requirements, minimize project delays, and help reduce long-term costs in vegetation development and management. To achieve these objectives, the researchers: (1) compared TxDOT’s practices to those of other state departments of transportation (DOTs) and related fields, (2) identified methods for more rapid vegetation establishment for meeting the TPDES requirements using field demonstration plots seeded according to current TxDOT practices, (3) devised a tool to assist design personnel not familiar with the vegetation establishment process, and (4) developed a vegetation establishment field guidebook. KW - Handbooks KW - Project delays KW - Project management KW - Regulations KW - Revegetation KW - Roadside KW - Seeding KW - Texas KW - Vegetation establishment UR - http://tti.tamu.edu/documents/0-5731-1.pdf UR - https://trid.trb.org/view/1106063 ER - TY - SER AN - 01343659 JO - TechBrief PB - Federal Highway Administration TI - Performance Evaluation of One-Coat Systems on New Steel Bridges PY - 2011/05 SP - 4p AB - This document is a technical summary of the Federal Highway Administration report, "Performance Evaluation of One-Coat Systems on New Steel Bridges" (FHWA-HRT-11-046). The current state of practice in bridge coating usually involves multilayer coating typically consisting of a zinc-rich primer over an abrasive blast-cleaned surface and two additional coating layers on top of the primer. Although this current coating technology provides a comprehensive solution for better corrosion protection of steel bridges, the overall cost involved is relatively higher than its lead-based predecessors. The purpose of this study was to evaluate the performance characteristics of various commercially available high-performance coating materials that can be applied as one-coat systems to steel bridge in shop application. Eight one-coat systems and two controls, a three-coat system and a two-coat system, were chosen, and their performance was evaluated using accelerated laboratory testing and outdoor exposure conditions. Performance of these coating materials was evaluated on the basis of variations in color and gloss, changes in adhesion strength, changes in pencil scratch hardness, and the development of surface defects and rust creepage. Regression analysis was used to identify correlations among the various performance parameters, and a comprehensive system was developed to rank the coating systems based on overall performance. This TechBrief summarizes the laboratory approach, the test results and conclusions. KW - Accelerated tests KW - Adhesive strength KW - Corrosion protection KW - Defects KW - Hardness KW - High performance materials KW - Outdoor exposure KW - Performance tests KW - Protective coatings KW - Regression analysis KW - Rusting KW - Steel bridges UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/11047/11047.pdf UR - https://trid.trb.org/view/1106002 ER - TY - RPRT AN - 01343610 AU - Navickis-Brasch, Aimee Shay AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Eastern Washington Steep Slope Research for Management of Highway Stormwater PY - 2011/05//Research Report SP - 155p AB - Highway embankments can provide an ideal location for integrating low impact development (LID) stormwater best management practices (BMPs) into a highway setting, specifically sheet flow BMPs such as vegetated filter strips (VFS) and dispersion. However, the design criterion at Washington State Department of Transportation (WSDOT) limits the embankment slope to 15% maximum. A possible justification for this limit is steeper slopes could concentrate flow, reducing the effectiveness of the BMP, and encouraging channelized flow that can erode the embankment. This design criterion can present a challenge to WSDOT since highway embankments can be constructed, without vehicle safety barriers, on slopes as steep as 33% and when VFS or dispersion are required on slopes greater than 15%, embankments need to be flattened and the roadway footprint expanded. This may result in the additional right of way (ROW) acquisition as well as additional construction and ecological costs from the expanded embankment. While studies have shown that VFS and dispersion areas can successfully meet runoff treatment and flow control goals on 33% slopes, limited research was found that evaluated the site characteristics that support stable embankments (without erosion) located at steeper slopes. In an effort to evaluate a design criteria, for both VFS and dispersion, that aligns with the 33% highway embankment limit, 45 sites in Eastern Washington were inventoried to determine the specific site characteristics that contribute to concentration of highway runoff on slopes steeper than 15%. Based on a statistical analysis the embankment slope alone was not considered statistically significant to erosion severity compared to other site characteristics. Instead, low vegetation coverage and a high percentage of sand had the strongest correlation to erosion severity. In addition, empirical observations at the sites noted conditions at the edge of pavement (EOP) can also encourage channelized flows. Based on these findings, a modified design criterion for VFS and dispersion BMPs is recommended allowing embankment slopes up to of 33% when vegetation can be established, taking into consideration the soil characteristics. In addition, level spreaders may allow for dispersed flows regardless of the conditions at the EOP. KW - Best practices KW - Design KW - Design criteria KW - Embankments KW - Erosion control KW - Low impact development KW - Runoff KW - Runoff dispersion KW - Slope (Angle) KW - Slope steepness KW - Vegetated filter strips KW - Vegetation KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/771.1.pdf UR - https://trid.trb.org/view/1105721 ER - TY - RPRT AN - 01343212 AU - Ross, June H AU - Pietz, Amanda Joy AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Maximizing Investments in Work Zone Safety in Oregon PY - 2011/05//Final Report SP - 113p AB - Due to the federal stimulus program and the 2009 Jobs and Transportation Act, the Oregon Department of Transportation (ODOT) anticipates that a large increase in highway construction will occur. There is the expectation that, since transportation safety grant funds may not increase and due to the lack of police enforcement resources, ODOT will need to be more strategic in planning how the available funds will be used. Questions regarding the allocation of safety grants among enforcement, equipment, and public education, and the optimal use of funds within each category, are being asked. Thus, a research project was initiated to investigate methods for maximizing work zone safety investments. The goal of this research project is to: (1) provide guidance for maximizing ODOT’s investments in work zone enforcement; (2) determine if additional coordination between the work zone enforcement program and the traffic control planning and work zone management efforts would enhance the programs; and (3) review the effectiveness of the work zone safety public education program both in terms of message and media and determine if other approaches should be considered. KW - Grant aid KW - Investments KW - Oregon KW - Road construction KW - Strategic planning KW - Traffic law enforcement KW - Work zone safety KW - Work zone traffic control UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/500_380_WZSafetyweb.pdf UR - https://trid.trb.org/view/1104743 ER - TY - RPRT AN - 01343106 AU - Harris, Pat AU - Harvey, Omar AU - Sebesta, Stephen AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Implementation of the UV-Vis Method to Measure Organic Content in Clay Soils: Technical Report PY - 2011/05//Technical Report SP - 56p AB - The Texas Department of Transportation has been having problems with organic matter in soils that they stabilize for use as subgrade layers in road construction. The organic matter reduces the effectiveness of common soil additives (lime/cement) in stabilization projects. The researchers developed a technique using UV-Vis spectroscopy to measure the harmful organic matter in another project (0-5540). This project consisted of purchasing three UV-Vis instruments, equipping them with software to measure the organic matter and doing two trainings with the Texas Department of Transportation. Following the trainings, four laboratories analyzed 20 natural soil samples and three laboratory standards to determine repeatability and reproducibility between the laboratories. Researchers also continued testing real project soils to see what mitigation techniques researchers could use. Researchers determined that three replicates need to be run to achieve 95 percent confidence that the measured value is the true value. Researchers determined that soils with organic matter below 1.5 percent can be safely treated, and soils with an organic matter to Eades and Grim optimum lime (OM: EG) ratio less than 0.5 have the greatest potential for mitigation with additional lime application. Additionally, calcium chloride added to the soil with the lime improved the formation of pozzolanic reaction products and strengths of some soils. This work illustrates the complex nature of organic interactions with soil stabilizers and the many questions left unresolved. KW - Calcium chloride KW - Calcium oxide KW - Clay soils KW - Laboratory tests KW - Organic content KW - Repeatability KW - Reproducibility KW - Soil stabilization KW - Spectrophotometry KW - Subgrade (Pavements) KW - Ultraviolet spectroscopy UR - http://tti.tamu.edu/documents/5-5540-01-1.pdf UR - https://trid.trb.org/view/1104893 ER - TY - JOUR AN - 01342380 JO - Public Roads PB - Federal Highway Administration AU - Boteler, Jennifer TI - Masters of Information PY - 2011/05 VL - 74 IS - 6 SP - pp 28-33 AB - This article discusses the crucial role that transportation libraries play in providing information that supports transportation policy, regulations, research, operations, and technology transfer. Transportation libraries provide reference and research support. Librarians frequently do background literature reviews for customers. At the Federal Highway Administration Research Library, librarians communicate with highway researchers in order to understand the nature of the specialized information being requested. Library staff search relevant databases and provide citation lists with abstracts. They add value to the search process by evaluating raw search results, removing irrelevant and out-of-scope citations, and revising searches as needed to find the most relevant material. If a researcher then wants the full text, staff will obtain it from the library's own collections or through interlibrary borrowing and document delivery vendors. Libraries also create databases and finding tools. Examples include: the Transportation Libraries Catalog, a shared resource of publications held in government, university, and transportation libraries across the United States; the Transportation Research Thesaurus, a controlled vocabulary of transportation-related terms; and the National Transportation Library (NTL) Integrated Search function. The NTL also coordinates the National Transportation Knowledge Network (NTKN). The NTKN, which is comprised of three regional networks, collaborates to improve information access, exchange, use, and preservation for employees, partners, and stakeholders and the broader transportation community. Additional resources currently are being developed, such as a Knowledge Management System that will offer a Web-searchable database of U.S. Department of Transportation's research, development, and technology projects. Another collaborative effort will combine the records of the International Transport Research Documentation (ITRD) database of the Joint Transport Research Centre of the Organisation for Economic Co-operation and Development and the International Transport Forum with records from the Transportation Research Board's Transportation Research Information Services (TRIS) database to create a newly integrated database called TRID. TRID will be the world's largest database covering current projects and published transportation research. KW - Catalogs KW - Cooperation KW - Databases KW - Libraries KW - Library operations KW - Literature reviews KW - Research management KW - Transportation Research Information Services UR - http://www.fhwa.dot.gov/publications/publicroads/11mayjun/01.cfm UR - https://trid.trb.org/view/1104010 ER - TY - RPRT AN - 01342032 AU - Brandt, Thomas AU - Varma, Amit AU - Rankin, Brent AU - Marcu, Sorin AU - Connor, Robert AU - Harries, Kent AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Effects of Fire Damage on the Structural Properties of Steel Bridge Elements PY - 2011/04/30/Final Report SP - 62p AB - It is well known that fire can cause severe damage to steel bridges. There are documented cases where fire has directly led to the collapse or significant sagging of a steel bridge. However, when the damage is less severe, the effects of the fire, if any, are not so clear. Evaluation techniques that can be performed easily in the field, but still provide uniform and meaningful information for this situation are lacking. The objective of this research is to develop simple yet effective guidelines for assessing the potential level of damage sustained during a fire when there are no obvious signs of distress (i.e., sagging, collapse). The guidelines are intended to be used by inspectors and engineers in the field immediately following the fire event to provide general insight into the potential influence the fire may have had on the material properties of the bridge steel, based on the visual appearance of the steel. A unique testing method is reported in which flange and web sections from a bridge girder are tested in real fire scenarios. The test setup allows for the examination of differences in outcomes due to a variety of paint coatings on the steel, thickness of steel, temperature and duration of fire exposure. Each test is photographed at certain stages that would be seen at a fire affected-bridge. These photographs can then be compared to actual bridge damage and an estimate of surface temperature attained. Following each fire test, material properties may be determined and compared to virgin or unexposed steel and AASHTO specifications to establish whether the material properties have changed or if the material is below minimum standards. Since the test setup and procedures are well defined, the test method can be standardized so that additional data can be collected in a consistent manner and incorporated into the guidelines in the future. This report, and more specifically the inspection guide provided in Chapter 7, provides a much-needed tool for the inspection and evaluation of steel bridge members exposed to fires where obvious physical damage has not occurred. It will allow uniform and quick initial determination on a bridge’s serviceability after undergoing fire exposures. KW - Damage assessment KW - Fire KW - Flanges KW - Guidelines KW - Inspection KW - Laboratory tests KW - Photographs KW - Steel KW - Steel bridges KW - Webbing UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Improving%20Pennsylvania%20Bridges/Effects%20of%20Fire%20Damage.pdf UR - https://trid.trb.org/view/1104552 ER - TY - ABST AN - 01463871 TI - Performance of WMA Technologies: Stage II-Long-Term Field Performance AB - The use of warm mix asphalt (WMA) technology offers significant benefits, notably, lower energy demand during production and construction, reduced emissions at the plant and the paver, and increased allowable haul distances. However, it also presents potential engineering challenges. Lower WMA production temperatures and the water injection used with some WMA technologies have raised concerns about possible rutting and moisture susceptibility of WMA pavements. Thus, facilitating the implementation of WMA technologies in the United States requires the collection and analysis of definitive information on the material and engineering properties and long-term performance of WMA pavements constructed with the wide range of WMA technologies now available. The objectives of this research are to (1) identify the material and engineering properties of WMA pavements that are significant determinants of their long-term field performance and (2) recommend best practices for the use of WMA technologies. Phase I and II deliverables shall include technical reports with the Phase III Final Report summarizing the results, findings, conclusions, and recommendations of Phases I and II, with particular emphasis on the following: 1) Performance of the WMA and control hot mix asphalt (HMA) pavements from time of construction through the contract period. 2) Material and engineering properties that are significant determinants of the performance of the WMA pavements compared to the HMA controls. 3) Recommended best practices for the use of WMA technologies developed in this project or updated from Projects 9-43, 9-47A, and 9-49. 4. Recommended changes to AASHTO specifications and test methods. KW - Asphalt mixtures KW - Field tests KW - Guidelines KW - Hot mix asphalt KW - Pavement performance KW - Pollutants KW - Properties of materials KW - Sustainable development KW - Warm mix paving mixtures UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3013 UR - https://trid.trb.org/view/1232098 ER - TY - RPRT AN - 01343482 AU - Ramirez, L AU - Geary, M AU - Vandenbossche, J M AU - Gatti, K AU - Mu, F AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Premature Deterioration of Jointed Plain Concrete Pavements PY - 2011/04/29/Final Report SP - 267p AB - Six sections of jointed plain concrete pavements (JPCPs) throughout the state were selected as candidates for the evaluation of premature deterioration. The data used in performing the evaluation included manual and historic automated distress survey data, falling weight deflectometer data, and laboratory material characterization data from field samples. For these six sections, a variety of issues including material-related distress, fatigue, and construction deficiencies were determined to be the cause of the premature deterioration. Recommendations for rehabilitating these sections as well as guidelines to deter the reoccurrence of these distresses have been provided. KW - Concrete pavements KW - Construction management KW - Deterioration KW - Fatigue (Mechanics) KW - Jointed plain concrete pavements KW - Materials KW - Pavement distress KW - Premature failure KW - Rehabilitation (Maintenance) UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Premature%20Deterioration%20of%20Jointed%20Plain%20Concrete%20Pavement.pdf UR - https://trid.trb.org/view/1105479 ER - TY - ABST AN - 01470729 TI - Roundabout Corridors - A Study in Performance and Efficiency AB - Roundabouts are being recognized as an intersection control strategy that fulfills the goals of sustainability, complete streets, context-sensitive design, and improved public safety. In the last few years, highway agencies have constructed several arterials using roundabouts in series rather than traffic signals. While the agencies have reported success, there has been no comprehensive peer-reviewed research to document the performance and efficiency of this strategy using roundabouts in series on an arterial rather than traffic signals. Anecdotal and limited research has indicated significant safety improvements. However, detailed mobility performance studies addressing measures of travel time, average speed, and delay are lacking. Highway agencies do not have complete research to assist them in analyzing the differences between a roundabout corridor and a signalized corridor with a reasonable level of efficient progression and intelligent transportation system (ITS) support. The need and interest for highway agencies to select roundabouts in series is increasingly compelling. One of the critical issues is design liability. Without regard to travel efficiency, safety research has consistently shown that traffic signals have six to nine times the injury crash rate compared to a roundabout. In some states and municipalities where design immunity is minimal, the liability of selecting a traffic signal for intersection control over a roundabout is increasingly a concern. Several states and municipalities and at least one Canadian province have roundabout-first policies. A literature search found few documents related to efficiency of roundabouts in series on an arterial. However, there are several corridors where roundabouts in series are in design and construction phases to support a research effort. There are several corridors where a series of five of more have already been completed. Their locations are diverse and important to arterial performance research. Locations include Waterloo, Ontario; San Diego, California; and some arterial routes on the New York State Department of Transportation system. Several roundabout corridors are in the stages of design. These will be ripe for research.  The objective of the research is to compare the performance of arterials with traffic signals to arterials with roundabouts. The performance of traffic signal systems is well researched, and many software models exist to provide this study with good material. Field research on roundabouts in series would be conducted in several established locations. It is suggested that arterial corridors with three, or preferably four or more consecutive roundabouts be studied. All modeling would be field calibrated using no less than four roundabout arterials. The research would report both on the level of accuracy of the models as well as on the performance measures and data collected from field studies.  The use of roundabouts in series is rapidly expanding, and performance information is lacking. The lack of national research on performance is requiring agencies to conduct their own individual analysis at their expense, and often at a lower level of research quality. Lacking comprehensive research, some agencies are not selecting roundabout strategies because they lack information regarding the overall efficiency of such strategies. KW - Arterial highways KW - Highway design KW - Intelligent transportation systems KW - Intersections KW - Mobility KW - Roundabouts KW - Traffic control KW - Traffic safety KW - Traffic signals UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2950 UR - https://trid.trb.org/view/1238865 ER - TY - ABST AN - 01573213 TI - Performance-Based Contractor Prequalification as an Alternative to Performance Bonds AB - This study investigates the costs and benefits of performance bonding versus replacing performance bonding, to various degrees, with performance-based contractor prequalification. The scope of the study covers all types of contracts for all types of work that are awarded by State highway agencies. The research involves the collection, organization, and analysis of data and information from State highway agencies, contractors, and sureties. The research product is a recommendation on the cost effectiveness of performance bonds, and if applicable, guidance for State highway agencies that wish to develop and transition to a performance-based contractor prequalification system and recommendations for how such systems can best be implemented. KW - Bonds KW - Contractors KW - Data collection KW - Performance based specifications KW - Prequalifications KW - State highway departments KW - Surety bonds UR - https://trid.trb.org/view/1365863 ER - TY - ABST AN - 01465786 TI - Transportation Research Board's 2011 Data Conference Support AB - The Transportation Research Board (TRB) of the National Academy of Sciences (NAS) will organize and conduct a two-day conference scheduled for December 2011, to be held at the Beckman Center, located on the campus of the University of California, Irvine. The conference will address key issues related to exploring systematic approaches to providing data that are needed to support critical decisions facing state, regional, and local transportation agencies in the next five to ten years. The conference will convene policy makers, program managers, and data experts from states, metropolitan planning organizations, academia, and the private sector to discuss the issues and examine potential approaches to meeting critical data needs in several key areas. KW - Data collection KW - Decision making KW - Metropolitan planning organizations KW - Policy making KW - Technological innovations KW - Transportation departments KW - Transportation Research Board UR - https://trid.trb.org/view/1234020 ER - TY - RPRT AN - 01373834 AU - Bradshaw, Scott AU - Boansi, Kwabena AU - Huff, Jacqueline AU - Worthington, Michael AU - Elizabeth City State University AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Development of Performance Measures for the Assessment of Rural Planning Organizations PY - 2011/04/27/Final Report SP - 141p AB - In order for the Transportation Planning Board (TPB) to provide oversight and assistance to the 20 Rural Planning Organizations (RPOs) in the state, the TPB needs effective evaluation criteria and performance measures. The existing measures, including the annual performance report, do not meet those needs. The authors developed measures needed in order for the TPB to fulfill its goals. The authors conducted an extensive review of published research and a search of RPO-related documents in each state in order to identify evaluation and performance "best practices" in each state. The authors met with the TPB, the North Carolina Association of Rural Planning Organizations (NCARPO), and representatives of RPO constituents to determine concerns with existing measures and their needs and suggestions for the new performance measures. After developing the evaluation criteria and performance measures, the project team presented the plans to the various groups, and gathered feedback. The feedback was used to clarify any issues within the new performance measures. The development of the performance measures was driven by several principles: (1) the assessments developed, where possible, should be objective and quantifiable, (2) the evaluation criteria and performance measures should be developed with input from all of the parties involved, (3) the evaluation criteria and performance measures should facilitate the assessment of both short-term and long-term goals, and (4) performance measures should be practical and cost-efficient to implement. KW - Best practices KW - Evaluation and assessment KW - North Carolina KW - Planning methods KW - Rural areas KW - Rural planning organizations UR - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2008-12FinalReport.pdf UR - https://trid.trb.org/view/1141569 ER - TY - ABST AN - 01486027 TI - Walkability Index (SI-10-01.02) - Operations AB - The research project looks at intersection mobility from the pedestrians perspective and develops a standardized Walkability Index that could be used in communities across the country. The overall intent of this research effort is to maximize pedestrian mobility where appropriate. The premise is that although pedestrian safety is an important part of intersection design and operation mobility is maximized around vehicles. In many cases this is not the best approach for maximizing total person (pedestrian and vehicle passengers) throughput and can actually decrease safety due to unintended pedestrian behavior modification. Further it is assumed a safer easier less stressful walking experience would entice a shift to a pedestrian mode of travel. KW - Highway operations KW - Highway safety KW - Intersections KW - Mobility KW - Pedestrian movement KW - Pedestrian traffic KW - Walkability UR - https://trid.trb.org/view/1255648 ER - TY - ABST AN - 01549634 TI - Research for AASHTO Standing Committee on Highways. Task 306. Revision of Strut-and-Tie Provisions in the AASHTO LRFD Bridge Design Specifications AB - Strut-and-tie modeling (STM) for the design and detailing of concrete members subject to geometric and load discontinuities was first incorporated within the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistant Factor Design (LRFD) Bridge Design Specifications in 1994. The provisions are based on research that dates back to the 1980s. Research conducted over the last two decades has provided far greater insight into the design of concrete members via strut-and-tie modeling. Particular deficiencies of the current provisions have been commonly referenced within the literature and recognized by design professionals: (1) Overly Conservative: An assessment of the AASHTO LRFD strut-and-tie provisions was conducted as part of Texas Department of Transportation (TxDOT) Project 0-5253. The current provisions were found to be inaccurate in comparison to alternate code procedures. Strength estimates consistently typically exceeded the measured values by 50 to 500 percent. (2) Ambiguous: Strut-and-tie modeling is limited to components with a shear span-to-depth ratio less than 2. At this limiting ratio, the shear strengths calculated using Strut-and-Tie Model (LRFD § 5.6.3) and Sectional Design Model (LRFD § 5.8.3) can differ greatly; unrepresentative of observed behavior. (3) Difficult to Implement: AASHTO Subcommittee T-10 has acknowledged the design community's long-standing confusion and difficulty regarding implementation of the strut and- tie procedures (see NCHRP 20-07,Task 217: Verification and Implementation of Strut-and-Tie Model in LRFD Bridge Design Specifications). The mandated use of these procedures (effective October 2007) further highlights the importance of a revision. Updates to the strut-and-tie provisions within AASHTO LRFD will reflect the most recent state of knowledge within the bridge design community. In particular, the STM provisions will benefit from unique data and knowledge gathered during TxDOT Projects 0-5253 and 0-6416. Large-scale tests of over 50 specimens (up to 75" deep) have provided unprecedented insight into the behavior and design of directly (e.g. rectangular bent caps) and indirectly (e.g. inverted tee bent caps) loaded concrete members. Ultimately, revisions to the strut-and-tie provisions within LRFD will allow simple implementation of STM for the design of safe, serviceable structures. The objective of this project is to update the AASHTO LRFD Article 5.6.3 Strut-and-Tie Model to reflect the most recent state of knowledge regarding the behavior and design of concrete members subject to geometric and load discontinuities. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Concrete bridges KW - Load and resistance factor design KW - State of the art KW - Strut and tie method KW - Texas Department of Transportation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3071 UR - https://trid.trb.org/view/1339863 ER - TY - ABST AN - 01548174 TI - Research for the AASHTO Standing Committee on Public Transportation. Task 40. Construction Management Practices for Rural Projects--An Assessment AB - This Guidebook suggests construction management practices for rural projects. The Guidebook focuses on practical tools and techniques that apply to small rural construction professionals. This Guidebook defines rural projects as those in an area with a population less than 50,000 people and a size of less than approximately $2 million. Project managers and their employees are the audience for this Guidebook. KW - Best practices KW - Construction management KW - Evaluation and assessment KW - Handbooks KW - Project management KW - Rural areas UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3103 UR - https://trid.trb.org/view/1335811 ER - TY - ABST AN - 01548173 TI - Research for the AASHTO Standing Committee on Public Transportation. Task 38. Estimated Impact of Selected State DOT Cost Reduction Initiatives on the Administration of State Public Transportation Programs AB - This report describes and documents the results of a study conducted to help identify the impact and costs associated with implementing cost containment initiatives as well as to recommend ways in which state departments of transportation (DOTs) can make informed decisions regarding the use of these various initiatives. Data regarding the use and impact of various cost containment initiatives were gathered from state DOT staff though an online survey that was sent out to members of the DOT from every state. Data were also gathered through interviews with selected state DOT representatives. Results of this study show the prevalence of cost containment initiative usage in state DOTs, describe potential positive and negative impacts of implementing cost containment initiatives, and provide possible methods to mitigate potential negative outcomes experienced when implementing cost containment initiatives. KW - Cost control KW - Data collection KW - Impacts KW - Implementation KW - Operating costs KW - State departments of transportation KW - Surveys UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3101 UR - https://trid.trb.org/view/1335810 ER - TY - ABST AN - 01547680 TI - Research for the AASHTO Standing Committee on Public Transportation. Task 39. Impacts of the New Health Care Bill on Mass Transit AB - This report presents the results of an analysis of the potential impacts of the Patient Protection and Affordable Care Act (enacted in March 2010) on public transit agencies and operations. The report concludes that the provision of the law likely to have the largest and most direct impacts on transit agencies is the broadened eligibility for Medicaid, which is expected to increase the number of Medicaid enrollees by about 16 million (or roughly 30 percent) by 2019. This expansion of the Medicaid program is particularly significant for public transit, because transit agencies currently participate in the management and provision of non-emergency medical transportation, a service to which many Medicaid participants are entitled. However, other provisions to increase the number of Americans with health insurance outside of Medicaid and to improve the availability of health care in underserved areas could also affect the demand for transit. The report uses five case studies to illustrate how the Affordable Care Act could affect transit systems operating in different geographic and policy environments. The report also assesses ways in which transit agencies and government agencies can monitor and communicate the effects of federal health care reform on public transit. KW - Case studies KW - Demand KW - Health care KW - Impacts KW - Laws and legislation KW - Medicaid KW - Patient Protection and Affordable Care Act KW - Public transit KW - Transit operating agencies UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3102 UR - https://trid.trb.org/view/1335312 ER - TY - RPRT AN - 01587730 AU - Federal Highway Administration TI - Ultra-High Performance Concrete Connections for Prefabricated Bridge Elements PY - 2011/04/21 SP - 2p AB - Ultra-high performance concrete (UHPC) is a steel fiber-reinforced, cementitious-based material that provides exceptionally high mechanical and durability related properties. The mechanical properties of UHPC allow for the redesign of connection details in ways that simplify the detailing such that the overall bridge layout and the manner in which the bridge is fabricated and constructed can be improved. This document focuses on the advantages offered by UHPC as an option for the connection of prefabricated bridge elements. KW - Bridge construction KW - Prefabricated bridges KW - State of the practice KW - Structural connection KW - Ultra high performance concrete UR - https://www.fhwa.dot.gov/innovation/everydaycounts/edc-3/factsheets/edc_3_factsheet_uhpc_508.pdf UR - https://trid.trb.org/view/1391682 ER - TY - RPRT AN - 01472567 AU - Garvey, Philip AU - Coulson, Ed AU - Sarabi, Aidin Rezaei AU - Pietrucha, Martin T AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Evaluation of the Use of Registration Stickers PY - 2011/04/18/Final Report SP - 47p AB - This research evaluated the potential costs and benefits of doing away with license plate registration stickers as part of the registration renewal process for Pennsylvania. The research consisted of a comprehensive literature review, a survey of United States and Canadian licensing agencies, a cost/benefit analysis of eliminating license plate stickers, and an assessment of related law enforcement issues and public information and education (PI&E) campaigns conducted by other agencies that have stopped using license plate registration stickers. The result is a set of options and recommendations for Pennsylvania and an evaluation plan. The recommendations favored elimination of a sticker registration program for several reasons, including simplicity, cost savings, elimination of potential sticker theft, and positive reports from similarly adapted programs. KW - Benefit cost analysis KW - Law enforcement KW - License plates KW - Literature reviews KW - Pennsylvania KW - Public information programs KW - Registration KW - State of the practice KW - Stickers UR - http://www.mautc.psu.edu/docs/PSU-2010-03.pdf UR - http://ntl.bts.gov/lib/46000/46900/46983/PSU-2010-03.pdf UR - https://trid.trb.org/view/1243637 ER - TY - ABST AN - 01465836 TI - Transportation Research Program Management Database AB - The purpose of the project is to modify the California Department of Transportation's (Caltrans) Research Program Management Database (RPMD) in FileMaker Pro to: 1) accommodate the system modifications needed for implementation by the Washington State Department of Transportation (WSDOT), 2) identify the needs and proposed modifications for participating states, and 3) enhance the RPMD to add new functions to meet additional research program management business needs of participating states, including management of the Transportation Pooled Fund (TPF) Module. Unique modifications identified in Study Objective 2 may be developed through this project through separate task agreements funded with additional targeted contributions. Regarding the use of other software, some states would like to use the data architecture of the RPMD as a foundation for a database in a different software product. Study Objective 2 provides an opportunity to investigate the feasibility of this conversion and to understand the technical requirements needed to make this conversion. Development of a module in a different software product will need to be funded through separate task agreements funded with additional targeted contributions. States with similar interests could partner in this effort. States needing the database in a different format may also choose to participate in development of the TPF module, in order to influence the design. Development of the module in software other than FileMaker Pro will require a separate task and funding. KW - California Department of Transportation KW - Database design KW - Databases KW - Software packages KW - Washington State Department of Transportation UR - http://www.pooledfund.org/Details/Study/407 UR - https://trid.trb.org/view/1234071 ER - TY - RPRT AN - 01340897 AU - Fox, Patrick J AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Sonar Imaging of Flooded Subsurface Voids: Phase I: Proof of Concept PY - 2011/04/15/Final Report SP - 47p AB - Damage to Ohio highways due to subsidence or collapse of subsurface voids is a serious problem for the Ohio Department of Transportation (ODOT). These voids have often resulted from past underground mining activities for coal, clay, limestone and gypsum but may also result from dissolution of bedrock as with karst formations. Subsurface voids are flooded if they lie below the local drainage and may be partially flooded or open if they lie above the local drainage. The objective of this project was to conduct a feasibility study for the development of new technologies or the acquisition of existing equipment for downhole investigation of subsurface voids. Specifically, ODOT is interested in accurate mapping of these underground features. The objectives of Phase I were achieved by completing the following tasks: a) Definition of equipment requirements; b) Visits to the Carnegie Mellon University (CMU) and the Office of Surface Mines (OSM) facilities; c) Zanesville field demonstration test; d) Identification of equipment vendors; e) Equipment specifications and quotes; and f) Downhole void investigation service. KW - Air voids KW - Detection and identification KW - Imaging systems KW - Mapping KW - Sonar KW - Subsidence (Geology) KW - Subsurface voids UR - http://worldcat.org/oclc/782061791/viewonline UR - https://trid.trb.org/view/1102881 ER - TY - ABST AN - 01530031 TI - Investigation of Silica Fume Concrete Bridge Deck Overlay Failures AB - Many of the microsilica-modified concrete bridge deck overlays across the State of Wyoming suffer from premature distress that includes random cracking, loss of bond and delaminations. Due to the extreme winter conditions and the application of deicing chemicals, premature silica fume concrete (SFC) overlay failures are costly to repair and if not repaired in a timely manner, allow chloride ions to penetrate further into the concrete increasing the potential for steel reinforcing corrosion and additional deterioration of the bridge deck. If the SFC overlay failure mechanism can be identified and mitigated through modified and/or enhanced material engineering and construction procedures, the service life of SFC overlays can be extended and the Wyoming Department of Transportation (WYDOT) can minimize costs associated with repairing premature overlay distress and failures. also, minimizing premature overlay distress and failures will help extend the overall service life of structures. KW - Bridge decks KW - Concrete bridges KW - Concrete overlays KW - Cracking KW - Delamination KW - Failure KW - Service life KW - Silica fume KW - Wyoming UR - https://ntl.bts.gov/lib/60000/60600/60661/RS04211_1607F_Investigation_of_Silica_Fume_Concrete_Bridge_Decks.pdf UR - https://trid.trb.org/view/1314835 ER - TY - ABST AN - 01570502 TI - The Impact of Wide-Base Tires on Pavement Damage: A National Study AB - The objectives of this project are to: (1) Quantify the impact of vehicle-tire interaction on pavement damage utilizing advanced theoretical modeling that is validated via full-scale pavement testing. This includes the determination of the relative effects of wide-base tires and dual-tire assemblies on pavement performance. (2) Perform an analysis of the economic, safety, and environmental effects of using wide base tires relative to the impact on pavement performance. (3) Develop methodology that allows states to assess the impact of wide-base tires on the pavement network. KW - Economic impacts KW - Environmental impacts KW - Loss and damage KW - Pavement distress KW - Pavement performance KW - Prototype tests KW - Rolling contact KW - Safety KW - Tires KW - Wide base tires UR - http://www.pooledfund.org/Details/Study/423 UR - https://trid.trb.org/view/1362143 ER - TY - ABST AN - 01549266 TI - Research for the AASHTO Standing Committee on Public Transportation. Task 42. Rural Public Transportation Strategies for Responding to the Livable and Sustainable Communities Initiative AB - While many prominent examples of livability are in urban and suburban areas, local, state, and federal agencies are exploring how rural areas can better support, embrace, and improve community livability. The grants provided as part of the Partnership for Sustainable Communities (PSC) are one resource that can help support rural areas working to develop more livable communities. This digest includes strategies that departments of transportation (DOTs) can use to help rural organizations be more competitive when applying for discretionary grant programs. It also includes strategies to advance transit-related solutions to rural mobility challenges, and a framework for project development processes that would lead to the expansion of rural public transportation. KW - Mobility KW - Partnership for Sustainable Communities KW - Quality of life KW - Rural areas KW - State departments of transportation KW - Strategic planning KW - Sustainable development UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3105 UR - https://trid.trb.org/view/1336481 ER - TY - ABST AN - 01549265 TI - Research for the AASHTO Standing Committee on Public Transportation. Task 41. Survey of State Funding for Public Transportation--Ways to Improve it AB - The Survey of State Funding for Public Transportation provides a snapshot of state-by-state investment in public transportation from federal, state, and local funding sources. The report describes how different funding and tax mechanisms are used in each state to support transit operations and capital projects. In addition, the report also includes a summary of recent transit-related state and local ballot initiatives. The survey provides data that are used to create an annual summary report of State funding for public transportation in the 50 States and the District of Columbia. The information in this report is widely used and requested by Congress, State legislatures and local governing bodies. The information is useful in showing state comparisons in types of public transportation programs as well as commitment to fund public transportation capital and operation costs. Given the importance and significant reliance of the survey by policy-makers and others, research is needed to investigate ways to enhance the quality, usefulness, and clarity of the collected information. Research is also needed to determine ways to minimize the collection burden without reducing the quality of the information collected including additional use of automated collection techniques or other forms of information technology. The objective of this research is to develop an updated survey that can be used to create a snapshot of state-by-state investment in public transportation from federal, state, and local funding sources. The results of this research may be used by chief executive officers, policymakers, state department of transportation (DOTS), and American Association of State Highway and Transportation Officials (AASHTO) member organizations. KW - Capital investments KW - Financing KW - Operating costs KW - Policy making KW - Project management KW - Public transit UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3104 UR - https://trid.trb.org/view/1336480 ER - TY - ABST AN - 01573246 TI - Response Based Load Rating of Steel Bridges AB - The project will develop a tentative technical approach identifying what, how, when, where, and for how long data needs to be collected, as well as how it might be used to produce ratings. The statistical and reliability theories employed by the Load and Resistance Factor Rating (LRFR) Specifications shall be reviewed for requirements and restrictions applicable to processes or procedures for the actual collection of data when developing this plan. After the plan has been approved by the Contracting Officer Technical Representative (COTR), the contractor shall conduct market research on sensors and data gathering technologies to determine if there are commercially available systems that will collect long-term field measurements of bridge data (strains and possibly deflections) under regular highway/roadway traffic. These sensors and data collection systems shall have the capability of gathering the data without having to impede traffic with lane closures or other forms of work zone traffic control. Rating equations and possible algorithms shall be developed. The equations and algorithms shall also utilize the statistical and reliability theory employed by the LRFR Specifications to produce reliability-based load ratings. Laboratory tests will be performed for validation of the equipment for use in the field without impact to traffic. After laboratory validation of the sensors and data collection systems and tools, field measurements will be taken with actual bridge traffic; however, consideration will be given to a heavy moving test load mixed with traffic, without interruption to traffic and without lane closures. A final report will document the entire research effort, including an American Association of State Highway and Transportation Officials (AASHTO) ballot item to be presented to AASHTO T-18 for consideration and possible incorporation into the AASHTO Bridge Evaluation Manual. KW - Bearing capacity KW - Data collection KW - Deflection KW - Lane closure KW - Load and resistance factor design KW - Sensors KW - Steel bridges KW - Strain (Mechanics) KW - Vehicle mix UR - https://trid.trb.org/view/1366316 ER - TY - ABST AN - 01463617 TI - Fracture-Critical System Analysis for Steel Bridges AB - Advances in new materials for building modern bridges, such as high-performance steel, have served to reopen discussion of what defines a fracture-critical (FC) steel bridge. While the AASHTO code allows for building FC bridges using the appropriate design, construction, and inspection procedures, few are built because of the exacting requirements for both fabrication and maintenance inspection. These requirements have served to increase costs that the authors note could be eliminated or greatly reduced by re-examining bridges designated as FC and reclassifying as appropriate. The objectives of this research are to: (1) develop a quantification methodology to measure the FC attributes (e.g., loads, material properties, existing conditions, bridge configurations) of steel bridges; and (2) apply the methodology to AASHTO specifications in designing new bridges and evaluating existing bridges. KW - American Association of State Highway and Transportation Officials KW - Bridge construction KW - Bridge design KW - Classification KW - Costs KW - Fabrication KW - High strength steel KW - Mathematical methods KW - Steel bridges UR - https://trid.trb.org/view/1231843 ER - TY - RPRT AN - 01359664 AU - Zimmerman, Carol AU - Gopalakrishna, Deepak AU - Balke, Kevin AU - Goodin, Ginger AU - Schreffler, Eric AU - Pessaro, Brian AU - Battelle AU - Research and Innovative Technology Administration AU - Federal Highway Administration AU - Federal Transit Administration TI - Atlanta Congestion Reduction Demonstration: National Evaluation Plan PY - 2011/04/06 SP - 100p AB - This report provides an analytic framework for evaluating the Atlanta Congestion Reduction Demonstration (CRD) under the United States Department of Transportation (U.S. DOT) Urban Partnership Agreement (UPA) and CRD Programs. The Atlanta CRD projects include the conversion of lanes for high occupancy vehicle with a minimum of two occupants (HOV2+) on approximately 16-miles of I-85 to high occupancy toll (HOT)/HOV3+ lanes along with expansion and enhancement of transit service in that corridor, including new and expanded park-and-ride lots. The Atlanta CRD national evaluation plan identifies major questions to be answered through the evaluation, the evaluation analyses to be used to address those questions, and the data needed for the analyses. It also outlines the test plans that will be used to collect and analyze the required data. The evaluation plan is based on the National Evaluation Framework (NEF) prepared for the U.S. DOT. Four objective questions that were posed by U.S. DOT serve as a starting point for the NEF and Atlanta Evaluation Plan. These questions are how much congestion was reduced; what contributed to the reduction and what were the associated impacts; what lessons were learned about non-technical factors for success; and what were the overall cost and benefit of the congestion reduction strategies. The four objective questions were translated into twelve evaluation analyses, which in turn consist of hypotheses and questions, measures of effectiveness (MOEs), and data required for the MOEs. This document presents the plan for evaluating the Atlanta CRD projects KW - Atlanta (Georgia) KW - Congestion pricing KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - Park and ride KW - Traffic congestion KW - Urban Partnership Agreements UR - http://ntl.bts.gov/lib/42000/42800/42820/atlantaupa_R3_.pdf UR - https://trid.trb.org/view/1125674 ER - TY - ABST AN - 01547672 TI - Research for AASHTO Standing Committee on Highways. Task 298. Operations Center of Excellence AB - The objective of this research was to design an Operations Center of Excellence to (1) facilitate implementation of operational best practices and (2) promote collaboration in developing best practices. The design of the Center was based on a thorough assessment of the needs of state and local transportation agencies, an understanding of knowledge management principles, an inventory of available resources, and an analysis of alternative business models. Development of the center of excellence will be a separate effort. Task 1. Inventory existing centers of excellence and similar efforts in the transportation and similar industries and describe their strengths and weaknesses. Outline the capabilities that should be considered for the design of the Operations Center of Excellence. Task 2. For potential users of and contributors to an Operations Center of Excellence, document the needs that the center could reasonably address and describe the benefits that the users and contributors could realize. This task used should address the executive, programmatic, and operational levels of state and local transportation agencies. Assess the mechanisms and methods that are used and preferred for accessing available and emerging resources. Task 3. Identify past, current, and impending initiatives and resources that could support, benefit from, and provide content to an Operations Center of Excellence. Describe the deliverables of each initiative, including their target audiences, intended impact, and relationships to other initiatives. Task 4. Describe and assess alternative business models (including possible private-sector revenue streams) for the development and support of the Operations Center of Excellence. Task 5. Develop a conceptual organization and design for the center of excellence, defining the overall design principles, the major components, and the relationships with other initiatives and resources. Task 6. Develop an implementation plan for the development and long term support of the Operations Center of Excellence. The plan must include a schedule and budget for both phases and guidance on the incorporation of new material (e.g., the results of national and state research efforts) into the Center of Excellence. The plan must also include a strategy for gaining acceptance and support for the center in the transportation community. Task 7. Conduct a workshop at a meeting of the AASHTO Highway Subcommittee on Systems Operations and Management to substantiate the results of the preceding tasks. This workshop will include representatives of national operations working groups and organizations beyond the AASHTO committee. Task 8. Deliver a draft final report that presents the contractor's recommendations from the preceding tasks and summarizing the work that was done. KW - Best practices KW - Business practices KW - Cooperation KW - Highway operations KW - Knowledge management KW - Needs assessment KW - Traffic control centers KW - Transportation departments UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3004 UR - https://trid.trb.org/view/1335304 ER - TY - ABST AN - 01486036 TI - PCB E/J and Visualization: Finance Issues AB - Financial planning fiscal constraint cost estimating revenue forecasting and innovative finance issues are all important areas of concern for State Departments of Transportation Metropolitan Planning Organizations local and regional project sponsors and the public. Metropolitan transportation plans transportation improvement programs and statewide transportation improvement programs must contain realistic estimates about project costs and be based on realistic assumptions about future revenue in order to ensure transparency integrity and accuracy in the transportation planning process. This research will focus on a wide variety of financial issues and will provide case studies peer exchanges workshops and other planning practices on finance and financial planning issues. KW - Best practices KW - Financial analysis KW - Forecasting KW - Metropolitan planning organizations KW - State departments of transportation KW - Transportation planning KW - Visualization UR - https://trid.trb.org/view/1255657 ER - TY - ABST AN - 01566843 TI - Study of the Impacts of Implements of Husbandry on Bridges AB - Traditional bridge design and bridge rating are based upon codified procedures that examine a bridge's capability to resist traditional highway-type vehicles (e.g., trucks). It is known, however, that other vehicles (e.g., farm/agricultural vehicles or implements of husbandry) use these bridges. These farm vehicles have characteristics that are quite different from traditional vehicles; specifically, they tend to have different wheel spacing, different gage widths, different wheel footprints, dynamic coupling characteristics, and others. Further, these vehicles are carrying heavier loads as the agriculture industry has desired them to do so. Currently, the Iowa Department of Transportation Bridge Rating Engineer must make assumptions about how highway bridges resist these non-traditional vehicles. Thus, a research study is needed to more accurately characterize how applied loads from these implements of husbandry are resisted. Specifically, it is desired to understand how these agriculture loads are distributed through the structural elements comprising the bridge and to assess the magnitude of the dynamic loads these vehicles impose. Further, it is desired to know what methods of analyzing bridges for these loads are acceptable, so that accurate bridge ratings may be produced. The objective of this study is to determine how the implements of husbandry distribute their load within a bridge structural system and to provide recommendations for accurately analyzing bridges for these loading effects. To achieve this objective the distribution of live load and dynamic impact effects for different types of agricultural vehicles will be determined by load testing and evaluating two general types of bridges. The types of equipment studied will include but will not be limited to; grain wagons/grain carts, manure tank wagons, agriculture fertilizer applicators, and tractors. Once the effect of these vehicles has been determined, recommendations for the analysis of bridges for these non-traditional vehicles will be developed. KW - Bridge design KW - Bridge rating KW - Farm tractors KW - Farm vehicles KW - Highway bridges KW - Live loads KW - Structural analysis KW - Structural elements UR - http://www.pooledfund.org/Details/Study/460 UR - https://trid.trb.org/view/1358560 ER - TY - ABST AN - 01560736 TI - Motorcycle Crash Causation Study AB - The primary objective of the Motorcycle Crash Causation Study is to investigate the causes of motorcycle crashes and to enable the development of countermeasures that can be effective in reducing these crashes. Using the field tested methodology developed by the Organization for Economic Co-operation and Development (OECD), the study will focus on all relevant aspects of motorcycle crashes that could be susceptible to countermeasures that will either prevent motorcycle crashes from occurring or will lessen the harm resulting from them. The objective of this transportation pooled fund study is to provide additional funding to increase the number of crash investigations that will be used to expand the database. KW - Countermeasures KW - Crash injuries KW - Crash investigation KW - Crash prevention KW - Databases KW - Fatalities KW - Motorcycle crashes UR - http://www.pooledfund.org/Details/Study/480 UR - https://trid.trb.org/view/1351299 ER - TY - ABST AN - 01549264 TI - Research for the AASHTO Standing Committee on Public Transportation. Task 37. Best Accounting Practices in Sub-recipient Recording and Reporting of Program Income AB - This research will develop best accounting practices for sub-recipient transit agencies to record within their own financial systems program income associated with projects in open federal transit grants administered by state departments of transportation. This project will provide solutions for the accounting challenges and issues faced by sub-recipients of state departments of transportation in reporting program income for use in the Federal Financial Reports. Such challenges include the tracking of program income to specific grant funded assets and projects. Additional challenges for state department of transportation's (DOT's) include multiple sub-recipient transit agencies that participate within the same open federal transit grant, as well as when individual sub-recipient transit agencies have an asset or project associated with multiple open federal grants. KW - Accounting KW - Assets KW - Best practices KW - Financing KW - Reports KW - State departments of transportation KW - Transit operating agencies UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3100 UR - https://trid.trb.org/view/1336479 ER - TY - ABST AN - 01549263 TI - Research for the AASHTO Standing Committee on Public Transportation. Task 36. Data Needs for Assessing Rural Transit Needs, Benefits, and Levels of Service AB - This Digest, prepared by Beth Hamby, KFH, under subcontract to Cambridge Systematics, Incorporated addresses the data elements currently reported in the Rural National Transit Database (NTD) and identifies data elements that are needed to record pre- and post-service change information. This Digest also includes information on the potential levels of service options that are more accurate or useful for future evaluation of rural service. This digest may assist state departments of transportation (DOTs) understand the effects of various service types and levels on rural communities for inclusion. KW - Data collection KW - Level of service KW - Needs assessment KW - Rural areas KW - State departments of transportation KW - Transit operating agencies UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3099 UR - https://trid.trb.org/view/1336478 ER - TY - ABST AN - 01463234 TI - Research for AASHTO Standing Committee on Highways. Task 310. Determination of Current Levels of Retroreflectance Attained and Maintained by the State Departments of Transportation AB - The objective of this research is to assess the retroreflectivity of lane markings attained and maintained throughout the winter season in different exposure conditions across the United States in order to aid in determining a reasonably attainable level and assuring the state agencies that such levels can be maintained over the winter. KW - Durability KW - Lane lines KW - Retroreflectivity KW - United States KW - Winter maintenance UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3074 UR - https://trid.trb.org/view/1231459 ER - TY - RPRT AN - 01616424 AU - Grant, Michael AU - Day, Matthew AU - Winick, Robert AU - Chavis, Anna AU - Trainor, Stephanie AU - Bauer, Jocelyn AU - ICF International AU - Motion Maps, LLC AU - Science Applications International Corporation AU - Federal Highway Administration TI - Showcasing Visualization Tools in Congestion Management. Congestion Management Process: A Guidebook PY - 2011/04 SP - 42p AB - This publication is a summary report describing visualization practices used as part of the congestion management process (CMP), and is a supplement to the CMP Guidebook. These visualizations include maps, charts, graphs, photographs, videos, and computer illustrations and simulations. The report is organized both in terms of the type of visualization and the type/source of data, and includes many examples of visualizations used in CMPs around the nation. KW - Congestion management systems KW - Data displays KW - Visualization UR - http://www.fhwa.dot.gov/planning/congestion_management_process/cmp_visualization_tools/visualizationtools.pdf UR - https://trid.trb.org/view/1434919 ER - TY - RPRT AN - 01526272 AU - Grant, Michael AU - Bowen, Beverly AU - Day, Matthew AU - Winick, Robert AU - Bauer, Jocelyn AU - Chavis, Anna AU - Trainor, Stephanie AU - ICF International AU - Motion Maps, LLC AU - Science Applications International Corporation AU - Federal Highway Administration TI - Congestion Management Process: A Guidebook PY - 2011/04 SP - 76p AB - This publication is a guidebook designed to provide information on how to create an objectives-driven, performance-based congestion management process (CMP). This guidebook describes a flexible framework of 8 actions that should be included in the development of a CMP. It also highlights the role of the CMP in addressing multiple objectives, including livability, multimodal transportation, linkages with environmental review, collaboration with partners and stakeholders, demand management and operations strategies, and effective practices for documentation and visualization. KW - Case studies KW - Congestion management systems KW - Handbooks KW - Metropolitan planning organizations KW - Multimodal transportation KW - Traffic congestion KW - Transportation planning KW - Travel demand management UR - http://www.fhwa.dot.gov/planning/congestion_management_process/cmp_guidebook/cmpguidebk.pdf UR - https://trid.trb.org/view/1308897 ER - TY - RPRT AN - 01472611 AU - Whitesides, Ralph AU - Hanks, Dallas A AU - Utah State University, Logan AU - Utah Department of Transportation AU - Federal Highway Administration TI - Freeways to Fuel: A Baseline Study of Biofuel Feedstock Growth on Non-Traditional Agronomic Lands in Utah PY - 2011/04//Final Report SP - 103p AB - The goal of the FreeWays to Fuel Project is to develop sustainable, agronomic, crop growth methods that will allow biofuel feedstock production to occur on marginal or non-traditional plots of lands. Canola and Safflower plots were established in 2007 and 2008 along roadsides in four different regions of the Utah I-15 corridor. Harsh climatic conditions with above average temperatures and below average precipitation existed in both years. Plots were sprayed pre-plant with glyphosate herbicide to kill the existing vegetation and crops were planted using conventional Tye Pasture Pleaser no till drill. 2007 yields of safflower, spring and fall canola under control conditions were 706, 394, and 485 lbs/acre respectively. This represents less than 50 percent average yields for safflower and 25 percent yields for canola under normal climatic conditions. Roadside plots all yielded under 200 pounds/acre of seed for both crops. Two-thousand and eight seeds were placed two inches deep during planting to position them closer to moisture. No measurable yield was observed for any crops in control plots and less than 10 pounds/acre in roadside plots. The authors found that it was not economical to grow oilseed crops for biodiesel production along Utah roadsides under the climatic conditions experienced during 2007 – 2008 while using a Ty no-till drill. KW - Alternate fuels KW - Biodiesel fuels KW - Biomass fuels KW - Crops KW - Cultivation KW - Interstate 15 KW - Land use KW - Planting KW - Roadside KW - Roadside flora KW - Utah UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=42158 UR - https://trid.trb.org/view/1243678 ER - TY - RPRT AN - 01469927 AU - Nebraska Department of Roads AU - Federal Highway Administration TI - 2010 Continuous Traffic Count Data and Traffic Characteristics on Nebraska Streets and Highways PY - 2011/04 SP - 292p AB - The Nebraska Department of Roads, in cooperation with the Federal Highway Administration, collected and analyzed data at 61 continuous traffic count locations in 2010. Of these 61 locations, 38 are on rural state and federal highways, 8 on low volume rural roads, 2 on city streets in Grand Island, 3 on city streets in Lincoln, 7 on city streets in Omaha, 1 on the Interstate in South Sioux City, 1 on a city street in Scottsbluff, and 1 on a city street in Holdrege. Most of the machines have been converted to collect data on vehicle type, not just volume. As a result, continuous classification data is available at the majority of the stations. Short-term manual vehicle classification data was collected during 2010 at many of the remaining permanent continuous traffic counters. A traffic counter detects each passing vehicle and records hourly totals electronically. This information is retrieved periodically over the telephone lines by the Planning and Project Development Division of the Nebraska Department of Roads. Here the information is processed into Average Daily Traffic (ADT) figures. Some of the uses of these ADT values are determination of design standards, classification of highways, development of improvement programs and safety programs. Another important use of the information provided by these permanent traffic counters is to adjust many statewide 24- and 48-hour machine counts and 8-hour manual counts to annual average daily traffic volumes. KW - Average daily traffic KW - Nebraska KW - Traffic counts KW - Traffic data KW - Traffic volume KW - Vehicle classification UR - http://nlc1.nlc.state.ne.us/epubs/R6000/S009-2010.pdf UR - https://trid.trb.org/view/1237145 ER - TY - RPRT AN - 01458100 AU - Shah, Ayesha AU - McDaniel, Rebecca AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Performance of Indiana’s Superpave HMA Mixtures PY - 2011/04//Final Report SP - 66p AB - This project followed the performance of a number of hot mix asphalt paving projects for seven to eight years in an attempt to relate laboratory test results to field performance. First, a small scale study compared sampling locations, specific gravity test procedures and compaction devices used on two samples from projects, one with volumetric acceptance and one with non-volumetric acceptance, to determine the best combination to use for Part 2 of the study. In Part 2, 12 projects constructed in 2001 and 2002 were sampled, tested and monitored. Laboratory testing involved determining maximum and bulk specific gravities, binder content, air voids and other properties of the mixes. Laboratory performance tests were also conducted, including Superpave shear tests at high and intermediate temperatures and indirect tensile tests at low temperatures. The Purwheel loaded wheel tester was used to test mixtures from four of the projects to examine the mixes’ tendencies to strip and rut. The laboratory testing results generally predicted that all of the mixtures would perform well in the field in terms of rutting. Results ranged from fair to excellent, with the vast majority of the results in the good to excellent categories. The indirect tensile testing results did not indicate any extreme problems would be expected with thermal cracking of these materials. While some of the mixes did have expected critical cracking temperatures warmer than the binder low temperature grade, all of them would be expected to perform well down to about -17°C. The single mix with a -28 grade binder, as opposed to the -22 grades for all of the other mixes, also had the lowest critical cracking temperature. Field performance of these projects was monitored through a condition survey and using videologs, rut depths and roughness measurements from the INDOT Pavement Management System. Through 2009, all 12 projects were performing well with rut depths generally less than 0.1 inch (2.5 mm) and roughness of less than about 100 in/mi. While there is some cracking on many of the projects, it is generally not severe and is likely reflective rather than thermal cracking. In general then, the laboratory results agree with the field performance. The lab tests suggested that the mixes would be resistant to rutting and fairly resistant to thermal cracking, and this was verified by the field performance in all cases. This study is limited somewhat by the fact that none of the mixes would be expected to perform poorly. Having mixes that “failed” a test would help to establish the boundaries between good and bad performance. The study is also subject to a common limitation of long-term performance studies – the fact that technology has evolved over the course of the project. Mix design parameters have changed somewhat and new test methods, particularly the dynamic modulus and flow number tests, have gained prominence. Nonetheless, this study does show that Superpave mixes from the early part of the century can be expected to perform well and that the laboratory performance tests used in this study generally can predict this good performance. KW - Asphalt mixtures KW - Deformation KW - Field tests KW - Hot mix asphalt KW - Laboratory tests KW - Pavement cracking KW - Pavement performance KW - Superpave UR - http://dx.doi.org/10.5703/1288284314251 UR - https://trid.trb.org/view/1218717 ER - TY - RPRT AN - 01449558 AU - Brummond, Scott AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Wisconsin Air Cargo Study PY - 2011/04//Final Report SP - 60p AB - Air cargo is a key economic lifeline for the communities that have airports. Manufacturers, businesses, hospitals and other community cornerstone employers depend on air cargo to successfully operate. While there is no doubt that air cargo represents significant value to those employers, the ability to quantify the dollar value has been difficult to obtain. The goal of this project was to obtain enough raw data to analyze and develop supported conclusions regarding the economic value of air cargo activities. The Wisconsin Air Cargo Survey was the first step of the overall study and was staged in two phases by the University of Wisconsin Survey Center (UWSC). Phase 1 (preliminary research), yielded beneficial insight, but no quantifiable data related to air cargo activity in neighboring states. During phase 2, UWSC’s survey revealed that a large number of Wisconsin airport managers did not have and/or were not able to access some of the primary data that the survey was designed to collect. UWSC provided the raw data from both phases of their research. Analysis by Wisconsin Department of Transportation (WisDOT) indicated that the primary study goal would not be met because the information WisDOT expected to collect was not available. There were many inconsistencies with the data and few substantive responses on a number of questions. Many of the survey answers were “best guess estimates” and it was apparent that there was a general lack of knowledge regarding many of the questions. Additional data gathering and analysis will be needed to determine the economic benefits of air cargo in Wisconsin. KW - Air cargo KW - Airports KW - Economic analysis KW - Surveys KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-Policy-Research-0092-09-15-final-report.pdf UR - http://ntl.bts.gov/lib/46000/46100/46141/WisDOT-Policy-Research-0092-09-15-final-report.pdf UR - https://trid.trb.org/view/1215916 ER - TY - RPRT AN - 01447870 AU - Dailey, Daniel J AU - Transportation Northwest Regional Center X (TransNow) AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Understanding the Trade off Between Schedule Changes, Cost, and Timeliness in a Major Transit System PY - 2011/04//Final Report SP - 28p AB - Metro King County (KC) is about to undertake a change in the use of their scheduling tools, in an effort to reduce costs by removing elasticity/recovery time from the schedule. The schedule is one of the principle inputs to the delivery of service, and so, ideally, according to TCRP report 88, there would be a variety of metrics of performance that could be used to evaluate the overall effect of the schedule change on the transit service delivered to King County. In the work proposed here, the timeliness measures will be a focus. There is to date no local quantitative results published to understand the cost-benefits of the tradeoffs between reduced elasticity and on-time performance. Metro KC’s automatic vehicle location (AVL) system provides detailed tracking of each of the vehicles, both in-service and between routes. Almost uniquely, for an agency Metro's size, this detailed performance information can be made available to the University of Washington (UW) in real time, at no extra cost to Metro. For at least 10 years this principal investigator (PI) has operated and maintained the Mybus infrastructure that obtains, stores and compares the real-time vehicle performance data about the entire fleet against the scheduled service. The work proposed here would initially establish a baseline set of timeliness performance metrics. As the schedule is modified, using several methodologies and algorithms applied to different routes, these metrics will be estimated using the actual on the ground vehicle performance. Since one of the goals of reducing schedule elasticity is to reduce cost, there exists the opportunity to understand the quantitative relationship between scheduling algorithms/methodologies, costs and timeliness. This is a unique opportunity to experiment with a large operating transit system, and identify quantitative outcomes from a variety of scheduling decisions over the course of four schedule changes, with 26,000 individual trips per day, using 1,200 operating vehicles over the course of a year. KW - Alternatives analysis KW - Automatic vehicle location KW - King County (Washington) KW - King County Metro Transit KW - Operating costs KW - Performance measurement KW - Public transit KW - Real time information KW - Schedules and scheduling KW - Timeliness UR - https://trid.trb.org/view/1213876 ER - TY - RPRT AN - 01376244 AU - Gilley, Rex D AU - Mallela, Jagannath AU - Mosher, Jeff AU - Ullman, Gerald L AU - Littleton, Paul AU - Applied Research Associates, Incorporated AU - Federal Highway Administration AU - Federal Highway Administration TI - South Carolina Demonstration Project: Rapid Removal and Replacement of the SC 703 Ben Sawyer Bridge Over the Intracoastal Waterway in Charleston County PY - 2011/04//Final Evaluation SP - 42p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the South Carolina Department of Transportation (SCDOT) was awarded a waiver of state match incentive to demonstrate the use of proven, innovative technologies for accelerated bridge removal and replacement. This report documents accelerated bridge construction (ABC) techniques used to remove, widen, and replace the superstructure of the SC 703 bridge over the Intracoastal Waterway in less time than traditional construction methods. This report contains a description of the existing bridge and the materials and techniques used during construction. Prefabricated modular superstructure segments, four per span, were used to simplify and expedite the construction. Under conventional construction, the impact of this project on the traveling public was estimated at 8 months, but with the use of accelerated construction techniques, the impact was reduced to 10 days. Using ABC techniques added about $4.8 million to the initial construction cost of the project. However, a more comprehensive economic analysis including user cost savings shows that the project saved road users about $1.7 million (or 5 percent of the total project costs). KW - Accelerated construction KW - Bridge construction KW - Design build KW - Economic analysis KW - Innovation KW - Prefabricated bridges KW - South Carolina UR - http://www.fhwa.dot.gov/hfl/summary/pdfs/sc_703.pdf UR - https://trid.trb.org/view/1143810 ER - TY - RPRT AN - 01360956 AU - Kim, Dong Hyun AU - Trevino, Manuel AU - Whitney, David P AU - Fowler, David W AU - Ferron, Raissa AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Materials Selection for Concrete Overlays: Information Survey Review and Evaluation of Existing Concrete Overlays in Texas PY - 2011/04//Technical Report SP - 124p AB - A comprehensive search and review of the use of concrete overlays by the Texas Department of Transportation (TxDOT) districts as well as other department of transportation (DOTs) was conducted, with special emphasis focused on gathering information about the constituent materials and mixture proportioning used in the concrete overlays. This review also included new materials such as fibers used in previous studies and new types of fibers currently available. Publications and articles covering the various overlay rehabilitations were used as the background for this project, as well as the several studies and implementation projects have been conducted for TxDOT. Along with the comprehensive search and review, condition surveys and evaluations of existing concrete overlay sections in Texas were performed. The sections included the early experimental concrete overlays in Houston, as well as some more recent projects around Texas. KW - Concrete overlays KW - Condition surveys KW - Fibers KW - Literature reviews KW - Mix design KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6590_1.pdf UR - https://trid.trb.org/view/1127112 ER - TY - RPRT AN - 01358033 AU - Ullman, Gerald L AU - Lomax, Timothy J AU - Ye, Fan AU - Scriba, Tracy AU - Texas Transportation Institute AU - Federal Highway Administration TI - Work Zone Performance Measures Pilot Test PY - 2011/04 SP - 129p AB - Currently, a well-defined and validated set of metrics to use in monitoring work zone performance does not exist. This pilot test was conducted to assist state DOTs in identifying what work zone performance measures can and should be targeted, what data they will need to collect to compute those measures, and what methods exist to obtain that data. Work zone activity and traffic data from five work zone projects were gathered and analyzed. Multiple data sources and collection methods were examined and utilized to the extent available at each project. These sources were field crew personnel manually documenting queue presence, length, and duration; traffic surveillance data from a transportation management center or from portable work zone ITS; and third-party probe vehicle data (in this test, large truck speed data obtained via the FHWA Office of Freight Management). The results of the pilot test indicate that manual documentation of queuing by field personnel, and the use of permanent or portable traffic sensor data can be used effectively to measure work zone impacts, given that information as to the time and location of work activities is known. Probe vehicle data is also believed to be a viable source of data, but sample size issues did limit is applicability in this pilot test. Average and maximum queue lengths and duration, duration of queues exceeding pre-determined thresholds, vehicle exposure to queues, and vehicle delays when queues are present were among the several performance measures tested and demonstrated as viable indicators of work zone mobility impacts. A number of lessons learned through this pilot test effort are also included in the report. A primer on how to select and compute work zone performance measures is being developed based on the findings documented in this report. KW - Mobility KW - Performance measurement KW - Pilot studies KW - Probe vehicles KW - Sensors KW - Traffic delays KW - Traffic queuing KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://www.ops.fhwa.dot.gov/wz/resources/publications/fhwahop11022/fhwahop11022.pdf UR - https://trid.trb.org/view/1122585 ER - TY - RPRT AN - 01355171 AU - Ross, June AU - Sperley, Myra AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Red Light Running Camera Assessment PY - 2011/04//Final Report SP - 56p AB - In the 2004-2007 period, the Mission Street SE and 25th Street SE intersection in Salem, Oregon showed relatively few crashes attributable to red light running (RLR) but, since a high number of RLR violations were observed, the intersection was identified as having a high crash potential. ODOT approved the installation of RLR cameras for a trial period to study the results of RLR cameras. Cameras were installed in February 2008 in the westbound and northbound directions. A before and after study of the crashes involving westbound and northbound drivers at the Mission and 25th intersection was completed. In the 50 months prior to the camera installation crashes averaged 0.62 per month. In the 21 months after installation, the average increased by 77.4% to 1.10 per month. Crash cost estimates for different types of crashes make it possible to account for the expectation that RLR cameras are likely to result in fewer angle crashes, which are often severe, and more rear end crashes, for which injuries tend to be less severe. The estimated average monthly crash costs increased from $16,296 before the cameras were installed to $27,738 after the cameras were installed. Crashes increased only slightly or not at all at two comparison intersections, whereas the crashes increased substantially at the Mission at 25th intersection. Since traffic volumes declined slightly from the pre- to post-installation periods, the crash data were not normalized. After camera installation, violations decreased by 43 percent in the westbound direction and 23 percent in the northbound direction. At both the westbound and northbound approaches, left turning vehicles accounted for the overwhelming majority of the violations. KW - Before and after studies KW - Cameras KW - Countermeasures KW - Evaluation and assessment KW - Highway safety KW - Left turns KW - Oregon KW - Red light running KW - Traffic crashes KW - Traffic violators UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/RLR_Camera_SPR304_521.pdf UR - https://trid.trb.org/view/1119676 ER - TY - RPRT AN - 01354560 AU - Houston, William N AU - Harraz, Abdalla M AU - Walsh, Kenneth D AU - Houston, Sandra L AU - Perry, Courtland AU - Arizona State University, Tempe AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Drilled Shaft Bridge Foundation Design Parameters and Procedures for Bearing in SGC Soils PY - 2011/04//Final Report SP - 126p AB - This report provides a simplified method to be used for evaluating the skin friction and tip resistance of axially loaded drilled shafts. A summary of literature and current practice was completed and then a comprehensive set of field and laboratory tests was performed. Several soil samples were collected from different sites from Arizona and surrounding states. Large scale direct shear apparatus was developed and used to determine the friction between soil and concrete. Finite element analyses were conducted on several prototype cases to determine effect of soil parameters such as dilation on the skin friction values. A step-by-step simplified approach was introduced to determine the skin and tip resistance of drilled shaft foundations in gravelly soils. An example application was presented to guide users in utilizing the simplified approach. KW - Axial loads KW - Bridge foundations KW - Cobbles KW - Compressibility KW - Design KW - Dilation KW - Drilled shafts KW - End bearing KW - Gravelly soils KW - Sandy gravels KW - Skin friction UR - http://repository.asu.edu/attachments/108741/content/Drilled%20Shaft%20Bridge.pdf UR - https://trid.trb.org/view/1118950 ER - TY - RPRT AN - 01354559 AU - Dodd, Norris L AU - Gagnon, Jeffrey W AU - Sprague, Scott AU - Boe, Susan AU - Schweinsburg, Raymond E AU - Arizona Game and Fish Department AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Assessment of Pronghorn Movements and Strategies to Promote Highway Permeability: US Highway 89 PY - 2011/04//Final Report SP - 84p AB - Pronghorn (Antilocapra americana) movements were investigated with Global Position System (GPS) telemetry from 2007 to 2008 along a 28-mile stretch of U.S. Highway 89 in northern Arizona to develop strategies to enhance permeability with future highway reconstruction. Research objectives were to: 1. Assess pronghorn movement patterns and distribution and determine highway permeability. 2. Investigate the relationships of pronghorn distribution patterns to vehicular traffic volume. 3. Assess the influence of fencing on pronghorn highway crossing patterns and permeability. 4. Investigate pronghorn-vehicle collision patterns. 5. Develop recommendations to enhance pronghorn highway permeability. The team tracked 37 pronghorn (20 females, 17 males) with GPS receiver collars. Of 118,181 GPS fixes, 1,125 occurred within 0.15 mile of US 89, and 3,794 occurred within 0.30 mile. Only one pronghorn crossed US 89 during the two years of tracking. The mean passage rate was a negligible 0.006 crossings/approach. No collisions with vehicles were recorded during the study. In total, 5,035 weighted pronghorn approaches, number of animals/segment, and five other criteria were used to rate 0.6-mile highway segments for suitability as passage structure locations. The team recommended 3.2-mile spacing between passage structures and three sites for passage structures integrated with fencing and noise reduction measures. KW - Animal vehicle collisions KW - Fences KW - Global Positioning System KW - Highway permeability KW - Highway safety KW - Pronghorn antelope KW - Traffic crashes KW - Traffic volume KW - Wildlife crossings UR - http://azmemory.azlibrary.gov/cdm/ref/collection/statepubs/id/16842 UR - https://trid.trb.org/view/1118656 ER - TY - RPRT AN - 01354552 AU - Ozyildirim, H Celik AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Laboratory Investigation of Lightweight Concrete Properties PY - 2011/04//Final Report SP - 21p AB - Lightweight concrete (LWC), with its reduced weight and improved durability, enables longer spans, fewer piers, and longevity for bridge structures. The current emphasis on upgrading structures makes LWC highly desirable as a construction material since superstructures with wider shoulders or more lanes can be upgraded without major work on the substructure. The purpose of this study was to evaluate the density (unit weight), splitting tensile strength, and elastic modulus of LWC mixtures under different curing conditions to achieve a better understanding of the LWC properties that are essential for long-lasting and cost-effective structures. Further, the study examined the correlation between the results of the rapid chloride permeability test and the surface resistance test using the Wenner probe to investigate whether the latter could be used to predict the permeability of LWC mixtures, as it is faster and more convenient. The scope of the study was limited to LWC mixtures having different lightweight aggregates prepared and tested in the laboratory. The results indicated that measured densities are different than those calculated from batch weights; curing conditions affect the splitting tensile strength and elastic modulus values; and the correlation between the results of the rapid chloride permeability test and the surface resistivity test for a given lightweight aggregate was good. The study recommends that fresh concrete densities be used in designing for dead load computations of LWC structures; that the curing condition be stated for the hardened concrete properties; and that the surface resistivity test be permitted for screening or acceptance of LWC specimens for permeability after the test is standardized by the American Association of State Highway and Transportation Officials. KW - Concrete curing KW - Density KW - Lightweight concrete KW - Modulus of elasticity KW - Permeability KW - Properties of materials KW - Surface resistivity KW - Tensile strength KW - Weight UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r17.pdf UR - http://ntl.bts.gov/lib/55000/55700/55727/11-R17.PDF UR - https://trid.trb.org/view/1118451 ER - TY - SER AN - 01351918 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - The Multiple Stress Creep Recovery (MSCR) Procedure PY - 2011/04 SP - 9p AB - The Multiple Stress Creep Recovery (MSCR) test is the latest improvement to the Superpave Performance Graded (PG) Asphalt Binder specification. This new test and specification – listed as AASHTO TP70 and AASHTO MP19 – provide the user with a new high temperature binder specification that more accurately indicates the rutting performance of the asphalt binder and is blind to modification. A major benefit of the new MSCR test is that it eliminates the need to run tests such as elastic recovery, toughness and tenacity, and force ductility, procedures designed specifically to indicate polymer modification of asphalt binders. A single MSCR test can provide information on both performance and formulation of the asphalt binder. This Technical Brief provides an overview of the intent of the Superpave MSCR procedure to evaluate asphalt binder and its relation to asphalt pavement performance. KW - Asphalt pavements KW - Asphalt tests KW - Binder content KW - Bituminous binders KW - Mix design KW - Multiple Stress Creep Recovery KW - Pavement performance KW - Rutting KW - Superpave UR - http://www.fhwa.dot.gov/pavement/materials/pubs/hif11038/hif11038.pdf UR - https://trid.trb.org/view/1114258 ER - TY - RPRT AN - 01349377 AU - Diefenderfer, Brian K AU - Apeagyei, Alex K AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Analysis of Full-Depth Reclamation Trial Sections in Virginia PY - 2011/04//Final Report SP - 54p AB - Full-depth reclamation (FDR) has become an increasingly common technology to restore the service life of pavement structures requiring deep rehabilitation and to stretch available funding for pavement rehabilitation. FDR consists of pulverizing the existing bound flexible pavement layers along with a portion of the unbound layers (or all the unbound layers and a portion of the subgrade); adding a stabilizing agent; compacting the mixture; and surfacing with a new bound material layer(s) or surface treatment. FDR has been successfully demonstrated by many highway agencies. However, the results of structural characterization and life-cycle cost analysis (LCCA) vary greatly, making it difficult to implement the results of previous studies directly as typical values for future pavement designs. This study assessed the condition of three FDR trial sections constructed by the Virginia Department of Transportation (VDOT) during the 2008 construction season. The sites were on SR 40 (Franklin County), SR 13 (Powhatan County), and SR 6 (Goochland County). The test site on SR 40 used asphalt emulsion and foamed asphalt binder as the respective stabilizing agents on two sections within the project. The test sites on SR 13 and SR 6 used portland cement as the stabilizing agent. Following reclamation, all three sites received a hot-mix asphalt overlay. The FDR assessment was conducted using a variety of methods that included gradation analysis; determination of resilient modulus, dynamic modulus, and indirect tensile strength; ground-penetrating radar; falling-weight deflectometer testing; and LCCA. A hypothetical LCCA was also conducted to document the potential cost savings between a pavement rehabilitation schedule that included FDR with one that was based solely on traditionally used rehabilitation techniques. The study showed that pavements could be successfully reconstructed using FDR and that the structural capacity of FDR sections was dependent on both the stabilizing agent and time. The study recommends that VDOT pursue additional FDR projects where appropriate and work on refining a list of criteria to select future projects for those pavements where it is most suitable. Further, a project-level investigation should be performed on any potential FDR site to verify that it is an appropriate candidate. The LCCA showed that if a pavement rehabilitation strategy that includes FDR is applied to a preliminary candidate list of projects on VDOT’s primary and secondary networks, a 50-year life-cycle cost savings of approximately $10 million and $30.5 million, respectively, is possible when compared to a traditionally used pavement rehabilitation approach. If the potential cost savings were annualized, the savings to VDOT would be approximately $463,000 and $1.42 million per year for the primary and secondary networks, respectively. KW - Asphalt emulsions KW - Foamed asphalt KW - Franklin County (Virginia) KW - Full-depth reclamation KW - Goochland County (Virginia) KW - In-place recycling KW - Life cycle costing KW - Portland cement KW - Powhatan County (Virginia) KW - Rehabilitation (Maintenance) KW - Soil stabilization KW - Test sections UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r23.pdf UR - http://ntl.bts.gov/lib/55000/55700/55729/11-R23.PDF UR - https://trid.trb.org/view/1108830 ER - TY - RPRT AN - 01344044 AU - Khan, Lutful I AU - Pearson, Cynthia AU - Cleveland State University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Evaluation of Geofabric in Undercut on MSE Wall Stability PY - 2011/04 SP - 30p AB - Compaction of granular base materials at sites with fine grained native soils often causes unwanted material loss due to penetration at the base. In 2007, the Ohio Department of Transportation (ODOT) began placing geotextile fabrics in the undercut of mechanically stabilized earth (MSE) walls at the interface of the native soil and aggregate fill to facilitate construction. It is probable that the sliding resistances of the MSE retaining walls are affected by this practice. At this time, it is unknown if shear parameters at the base of the MSE walls are altered due to the presence of geotextiles at the soil/stone (granular backfill) interface and, if the factor of safety (FS) against sliding failure is compromised. To address this issue, a systematic investigation of the shear parameters at the geotextile/stone interface and native-soil/stone interface was conducted by Large Scale Direct Shear tests. It was observed that the shear strength between the geofabric/stone interfaces were lower than those of the soil/stone interfaces. The extent of the shear reduction depended on the properties of the base soil. For the same stone, the shear parameters at the geofabric interface changed from those of the cohesive soil interface such that friction angle slightly increased and the adhesion slightly decreased. However, the net shear strength at the geofabric interface, calculated with 25 psi normal stress, was generally lower. In case of cohesionless base soil, the shear parameters at the geofabric/stone interface reduced noticeably from those of soil/stone interface. This, in turn, produced a significant (up to 30%) reduction in shear strength at the geofabric/stone interface, calculated under 25 psi normal pressure. The findings of this research indicate that the design of MSE walls with geofabric at the undercut may require modification of the sliding safety factor to reflect the reduced shear strength at the interface. KW - Adhesion KW - Cohesive soils KW - Friction angle KW - Geotextiles KW - Granular soils KW - Interfaces KW - Mechanically stabilized earth KW - Retaining walls KW - Safety factors KW - Shear strength KW - Sliding UR - http://worldcat.org/oclc/746952952/viewonline UR - https://trid.trb.org/view/1106490 ER - TY - RPRT AN - 01343658 AU - DeLuccie, Veronica AU - Goldbaum, Jay AU - Colorado Department of Transportation AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Portland Cement Concrete Pavement Review of QC/QA Data 2000 Through 2009 PY - 2011/04//Final Report SP - 44p AB - This report analyzes the Quality Control/Quality Assurance (QC/QA) data for Portland cement concrete pavement (PCCP) awarded in the years 2000 through 2009. Analysis of the overall performance of the projects is accomplished by reviewing the Calculated Pay Factor Composite (CPFC) and Incentive/Disincentive Payments (I/DP). Analysis of each of the test elements: thickness, compressive strength, sand equivalent, and flexural strength is also completed. The results of the evaluation are presented in tables, figures, and reports. The overall quality of PCCP evaluated is very high. The quality levels in each of the elements are approaching the maximum of 100%. The pay factors for the individual elements are also close to their maximums. The material being produced is well above the minimum standards set by the specifications. KW - Calculated pay factor composite KW - Compressive strength KW - Concrete pavements KW - Disincentives KW - Flexural strength KW - Incentives KW - Material quality KW - Paving KW - Payment KW - Portland cement concrete KW - Quality assurance KW - Quality control KW - Sand equivalent test KW - Thickness UR - http://www.coloradodot.info/programs/research/pdfs/2011/PCCP2011.pdf UR - https://trid.trb.org/view/1106004 ER - TY - RPRT AN - 01343656 AU - Bunyak, Dawn AU - Simmons, Thomas H AU - Simmons, R Laurie AU - Bunyak Research Associates AU - Front Range Research Associates, Incorporated AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Denver Area Post-World War II Suburbs PY - 2011/04//Final Report SP - 290p AB - Historic Residential Subdivisions of Metropolitan Denver, 1940-1965, documents the development of mid-century suburbs in Colorado Department of Transportation (CDOT) Region 6. The report follows the National Register of Historic Places format for multiple property documentation, and is intended as a tool for researchers who need to determine the National Register eligibility for neighborhoods with the potential to be impacted by transportation projects. KW - Denver (Colorado) KW - Historic sites KW - National Register of Historic Places KW - Neighborhoods KW - Subdivisions KW - Suburbs KW - Transportation projects UR - http://www.coloradodot.info/programs/research/pdfs/2011/suburbs.pdf UR - https://trid.trb.org/view/1106010 ER - TY - RPRT AN - 01343608 AU - O'Reilly, Matthew AU - Darwin, David AU - Browning, JoAnn AU - Locke, Carl E AU - University of Kansas Center for Research, Incorporated AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Multiple Corrosion Protection Systems for Reinforced Concrete Bridge Decks PY - 2011/04//Final Report SP - 567p AB - The performance of corrosion protection systems for reinforcing steel in concrete is evaluated. In addition to conventional and conventional epoxy-coated reinforcement, the corrosion protection systems tested include epoxy coatings with improved adhesion to the underlying steel, conventional and conventional epoxy-coated reinforcement used in conjunction with concrete containing one of three corrosion inhibitors, DCI-S, Rheocrete 222+, or Hycrete, epoxy-coated reinforcement with a microencapsulated calcium nitrite primer, multiple-coated reinforcement with a layer of zinc between the epoxy and steel, and pickled 2205 duplex stainless steel. The systems are evaluated using bench-scale and field tests. Two bridges in Kansas, cast with 2205 stainless steel, are monitored using corrosion potential mapping. Epoxy-coated and multiplecoated bars are evaluated to determine the effect of corrosion loss and time on the disbondment of the epoxy coating. Conventional, galvanized, and epoxy-coated reinforcement are evaluated using impressed current to determine the corrosion loss required to crack concrete for each system. A finite element model is developed to represent general and localized corrosion, and the results are used to develop a relationship between concrete cover, bar diameter, and area of bar corroding, and the corrosion loss required to crack concrete. An analysis of pore solutions expressed from cement pastes containing corrosion inhibitors is performed, with pH and selected ion concentrations measured from solutions collected one and seven days after casting. The results obtained from bench-scale and field test specimens are used to estimate cost effectiveness for each system under a 75-year service life. The results show epoxy coatings significantly reduce the corrosion rate compared to conventional reinforcement. Corrosion inhibitors significantly reduce corrosion rates in uncracked concrete. In cracked concrete, corrosion inhibitors also reduce corrosion rates, but their relative effectiveness is reduced. Specimens containing Hycrete exhibit the lowest corrosion rates; however, field specimens containing Hycrete also show signs of scaling. Epoxies with improved adhesion exhibit no improvement over conventional epoxy-coated reinforcement in terms of corrosion rate or disbondment of the epoxy coating. Multiple-coated reinforcement exhibits significantly less disbondment than epoxy-coated reinforcement. Pickled 2205 reinforcement exhibits the least corrosion among all systems tested. Testing of conventional and galvanized reinforcement indicates galvanized reinforcement requires more than twice as much corrosion loss to crack the surrounding concrete compared to conventional reinforcement. KW - Adhesion KW - Bench-scale tests KW - Bridge decks KW - Corrosion protection KW - Corrosion resistant materials KW - Epoxy coatings KW - Field tests KW - Galvanized steel KW - Reinforced concrete KW - Reinforcing steel KW - Stainless steel KW - Zinc coatings UR - http://www.iri.ku.edu/publications/SM100.pdf UR - https://trid.trb.org/view/1105740 ER - TY - SER AN - 01343112 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Bamzai, Radhika AU - Lee, Yongdoo AU - Li, Zongzhi AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Safety Impacts of Highway Shoulder Attributes in Illinois PY - 2011/04 IS - 11-078 SP - 198p AB - The single greatest category of highway vehicle crashes is run-off-the-road incidents. Significant material differences and elevation changes in shoulder edges pose a potential safety hazard when a vehicle leaves the travel way. Shoulder paving is recognized as a positive countermeasure to reduce a shoulder drop-off hazard. This report documents an in-depth analysis of safety impacts of shoulder attributes using data on Illinois state-maintained highways for the period 2000-2006. Preliminary data analysis is first conducted to establish the correlation between shoulder-related crashes by type and severity category and shoulder attributes such as shoulder material type and outside paved shoulder width. Then, an analytical procedure is developed and applied to the Illinois data for assessing safety impacts of shoulder paving and prioritizing highway segments for shoulder paving using the Empirical Bayesian (EB) analysis and cross-sectional analysis approaches and an optimization model. While this procedure does not eliminate the need for human judgment, it could help experts make better decisions using optimization techniques. The findings are expected to help the Illinois Department of Transportation update current design manuals. KW - Decision making KW - Dropoffs (Pavements) KW - Empirical Bayes method KW - Hazards KW - Highway design KW - Highway safety KW - Illinois KW - Optimization KW - Paved shoulders KW - Ran off road crashes KW - Road shoulders KW - Width UR - http://hdl.handle.net/2142/45840 UR - https://trid.trb.org/view/1104999 ER - TY - RPRT AN - 01343108 AU - Anderson, Keith W AU - Uhlmeyer, Jeff S AU - Russell, Mark AU - Weston, Jim AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Evaluation of Long-Term Pavement Performance and Noise Characteristics of the Next Generation Concrete Surface PY - 2011/04//Post-Construction Report SP - 45p AB - This report documents the construction of the first Next Generation Concrete Surface (NGCS) by the Washington State Department of Transportation (WSDOT). A 1,500 foot test section was installed on the eastbound lanes of I-82 near Sunnyside, WA in October of 2010. Baseline measurements of noise, friction, wear and smoothness are reported. The sound intensity levels of 101.6 and 99.6 for the outside and inside lanes, respectively, are within the range reported for other NGCS projects. A literature review is provided that documents the development of the NGCS process as well as descriptions and results from the initial field trials in the U.S. KW - Concrete pavements KW - Field tests KW - Friction KW - Interstate 82 KW - Literature reviews KW - Next Generation Concrete Surface Program KW - Pavement performance KW - Smoothness KW - Sound intensity KW - Test sections KW - Tire/pavement noise KW - Washington (State) KW - Wear UR - http://www.wsdot.wa.gov/research/reports/fullreports/767.1.pdf UR - https://trid.trb.org/view/1104984 ER - TY - RPRT AN - 01342976 AU - Russell, Mark AU - Littleton, Kevin AU - Weston, Jim AU - Uhlmeyer, Jeff S AU - Johnson, Brett AU - Dunham, Scott AU - Van De Bogert, Stephen A AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Use of a Double Chip Seal to Correct a Flushing Hot Mix Asphalt Pavement in Washington State PY - 2011/04//Post-Construction and Performance Report SP - 36p AB - A chip seal constructed on an existing flushed roadway has the potential to result in bleeding or flushing of the new chip seal. The excess binder, if not properly accounted for during design and construction, will migrate to the surface of the chip seal and fill the aggregate void spaces leaving a flushed surface. The Washington State Department of Transportation (WSDOT) elected to construct a double chip seal to mitigate a flushing section of pavement on SR 20. This report documents the design and construction of the double chip seal and provides information on its initial performance. The double chip seal will be monitored for up to five years at which a final report will be prepared including conclusions as to its success or failure. KW - Bleeding (Pavements) KW - Chip seals KW - Maintenance practices KW - Pavement performance KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/760.1.pdf UR - https://trid.trb.org/view/1104767 ER - TY - RPRT AN - 01342975 AU - Barron, Kevin M AU - TrafficLand, Incorporated AU - New York State Energy Research and Development Authority AU - New York State Department of Transportation AU - Federal Highway Administration TI - Environmental Benefits of a Statewide Traffic Video Network PY - 2011/04//Final Report SP - 32p AB - The objective of this study is to calculate the reduction in hydrocarbon emissions from the changes in travel behavior of traveler information system users. Research indicates that a certain percentage of motorists who use a traveler information system prior to initiating their travel are willing to change their travel behavior; either by changing their route, time or mode of travel. As a result of these changes in individual travel behavior, positive environmental benefits are created through a decrease in hydrocarbon emissions. The author of this study used research conducted by the Washington State Department of Transportation and a major national traveler information service provider to develop the percentage of users willing to make a change in travel behavior (30%) and the estimated reduction in volatile organic compounds (VOC), nitrogen oxides (NOx) and carbon monoxide (CO) per vehicle-mile-traveled. Using travel statistics from the U.S. Census Bureau and the New York State Department of Transportation, typical commuting trips were developed for each of the six urban areas included in the study. The total number of traveler information system users was developed from actual usage statistics for the 511NY phone service and website and the TrafficLand.com website for a “typical day” in July 2010. Based on the data used in this study, the author estimates that, for all the regions in this study, the changes in travel behavior from the use of traveler information systems prior to travel can generate a one-day net reduction of 71 kg/day of VOC, 4 kg/day of NOx and 767 kg/day of CO. KW - Behavior modification KW - Carbon monoxide KW - Environmental impacts KW - Exhaust gases KW - Hydrocarbons KW - New York (State) KW - Nitrogen oxides KW - Traffic surveillance KW - Travel behavior KW - Traveler information and communication systems KW - Urban areas KW - Vehicle miles of travel KW - Video cameras KW - Volatile organic compounds UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-08-06%20NYSERDA%2010633%20Final%20Report.pdf UR - https://trid.trb.org/view/1104776 ER - TY - RPRT AN - 01342276 AU - Nason, Jeffrey A AU - Nelson, Peter O AU - Bloomquist, Don J AU - Sprick, Matthew S AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Copper Speciation in Highway Stormwater Runoff as Related to Bioavailability and Toxicity to ESA-Listed Salmon PY - 2011/04//Final Report SP - 196p AB - The objectives of this study were to 1) identify the effects of site location, storm hydrology, and water quality parameters on the concentration of dissolved copper (Cu2+diss) in Oregon highway runoff; 2) establish an analytical technique suitable for the determination of copper speciation in highway stormwater runoff; 3) compare analytically determined free ionic copper (Cu2+free) concentrations in highway stormwater runoff with modeled concentrations; and 4) develop a qualitative understanding of where and when copper toxicity has the most potential to be problematic for receiving waters. In this study, stormwater runoff from an urban high annual average daily traffic(AADT) site had consistently higher event mean concentrations of measured Cu2+diss and Cu2+free than the non-urban sites with lower AADT. First flush samples displayed consistently higher concentrations of both Cu2+diss and Cu2+free. A modified Competitive Ligand Exchange-Cathodic Stripping Voltammetry (CLE-ACSV) technique utilizing salicylaldoxime as an added ligand can be used to determine the speciation of copper in highway stormwater runoff. Analytical results from composite stormwater samples suggest that dissolved copper in highway stormwater runoff is largely complexed by organic matter (typically > 99.9%), and that very little of the copper in stormwater is bioavailable; the concentrations of Cu2+free were generally several orders of magnitudes below levels found to inhibit olfaction in Endangered Species Act listed fish species. Elevated Cu2+diss levels proved to be the greatest indicator of high Cu2+free concentrations. Urban sites with AADT and first flush samples characterized by elevated concentrations of Cu2+diss are of the greatest concern with respect to elevated free ionic copper concentrations. Available dissolved organic matter models in Visual MINTEQ overestimate Cu2+free concentrations when compared to analytically determined Cu2+free concentrations. This imparts a conservatism that makes these models potentially useful for regulatory purposes. KW - Bioavailability KW - Copper KW - Endangered species KW - Environmental impacts KW - Hydrology KW - Oregon KW - Runoff KW - Salmon KW - Toxicity KW - Urban areas KW - Water quality UR - http://ntl.bts.gov/lib/37000/37900/37929/SPR_663_Final_Report_web.pdf UR - https://trid.trb.org/view/1104242 ER - TY - RPRT AN - 01342031 AU - Dessouky, Samer AU - Papagiannakis, A T AU - Krugler, Paul AU - Freeman, Tom AU - University of Texas, San Antonio AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Review of Best Practices for the Selection of Rehab and Preventive Maintenance Projects: Technical Report PY - 2011/04//Technical Report SP - 138p AB - With finite resources and an extensive road network to maintain, Texas Department of Transportation (TxDOT) personnel must select the roadways to receive rehabilitation and preventive maintenance (PM) treatments as well as select rehabilitation and PM methods that are structurally sound, capable of being opened to traffic quickly, straightforward construction methods and, most importantly, minimize the associated costs. This research project focuses on developing guidelines to aid TxDOT personnel in making optimal selections of rehabilitation and PM projects. TxDOT district personnel have implemented various selection procedures, but there is a tremendous need to have a comprehensive, logical approach developed. The study objectives are to determine best practices of selecting and prioritizing PM and rehab projects in the districts and to develop a simple effective prioritization Excel-based tool to aid TxDOT personnel in decision making. KW - Best practices KW - Decision making KW - Guidelines KW - Highway maintenance KW - Preventive maintenance KW - Rehabilitation (Maintenance) KW - Strategic planning KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/0-6586-1.pdf UR - https://trid.trb.org/view/1104540 ER - TY - RPRT AN - 01342029 AU - Krugler, Paul E AU - Chang-Albitres, Carlos M AU - Feldman, Richard M AU - Butenko, Sergiy AU - Kang, Dong Hun AU - Seyedshohadaie, Reza AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Implementation of TAMSIM and EROW Right-of-Way Acquisition Decision-Support Tools PY - 2011/04//Technical Report SP - 22p AB - An implementation project was performed to initiate use of TAMSIM and EROW tools in region offices and the Right of Way (ROW) Division. The research team worked with Texas Department of Transportation regional ROW staffs to apply both tools to a set of actual projects, one project from each region. The culminating EROW analysis provided estimates of anticipated outcomes from optimal use of potential early acquisition budgets ranging from $0.5 million to $10 million. Regional workshops utilized the data and information derived from these trial tool applications. TAMSIM and EROW were also demonstrated to ROW Division personnel, and recommendations for potential additional applications were presented. Several tool refinements were made as opportunities were identified during initial usage with district personnel. TAMSIM 2.0 and EROW 2.0 are included in the CD-ROM accompanying this report. KW - Budgeting KW - Decision support systems KW - Implementation KW - Property acquisition KW - Right of way (Land) KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/5-5534-01-1.pdf UR - https://trid.trb.org/view/1104539 ER - TY - RPRT AN - 01341963 AU - Copeland, Audrey AU - Federal Highway Administration AU - Federal Highway Administration TI - Reclaimed Asphalt Pavement in Asphalt Mixtures: State of the Practice PY - 2011/04 SP - 60p AB - With increased demand and limited aggregate and binder supply, hot mix asphalt (HMA) producers discovered that reclaimed asphalt pavement (RAP) is a valuable component in HMA. As a result, there has been renewed interest in increasing the amount of RAP used in HMA. While a number of factors drive the use of RAP in asphalt pavements, the two primary factors are economic savings and environmental benefits. RAP is a useful alternative to virgin materials because it reduces the use of virgin aggregate and the amount of virgin asphalt binder required in the production of HMA. Using RAP greatly reduces the amount of construction debris going into landfills, and it does not deplete nonrenewable natural resources such as virgin aggregate and asphalt binder. Ultimately, recycling asphalt creates a cycle of reuse that optimizes the use of natural resources and sustains the asphalt pavement industry. More widespread use of higher amounts of RAP in asphalt mixtures requires support from State transportation departments and the HMA industry. State transportation departments have expressed concern over the lack of guidance on the use of high percentages of RAP (high RAP) mixtures, as well as the lack of information on their performance. As a result, there is a need for national guidance on best practices when using RAP and documented information about long-term performance of high RAP pavements. The intent of this report is to provide state-of-the-practice information on including higher amounts of RAP in asphalt mixtures. The state of the practice for RAP use across the United States, as well as common challenges for increasing the use of RAP, are identified. Best practices applicable for the use of RAP are presented to identify general parameters that must be considered when developing specifications and to provide information on available resources and best practices for sourcing, processing, stockpiling, testing, designing, evaluating, producing, and placing high RAP mixtures, as well as practices to attain the best performance for high RAP mixtures . KW - Asphalt mixtures KW - Hot mix asphalt KW - Mix design KW - Pavement performance KW - Reclaimed asphalt pavements KW - Specifications KW - State departments of transportation KW - State of the practice KW - United States UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/11021/11021.pdf UR - https://trid.trb.org/view/1104401 ER - TY - RPRT AN - 01341866 AU - Stern, Alexander N AU - Fox, Patrick J AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Evaluation of Cone Penetration Testing (CPT) for Use with Transportation Projects PY - 2011/04 SP - 124p AB - Cone Penetration Testing (CPT) has many advantages as a means for subsurface investigation. CPT consists of pushing a steel cone into the ground and recording the penetration resistance using sensors. Pore pressure, shear wave velocity and other measurements can also be taken using CPT. Several states have incorporated CPT into their subsurface investigation programs and the Ohio Department of Transportation (ODOT) has funded this project as a first step toward routine use of CPT in Ohio. CPT soundings were completed at 20 sites throughout Ohio and the data were correlated with corresponding data obtained from standard penetration and laboratory testing. Clear correlation trends for the 17 different ODOT soil types were not obtained and a larger database is needed to improve the correlations. Guidelines for CPT machine operation and data analysis are presented. Existing correlations for engineering parameters are also discussed. CPT is expected to become a useful tool for ODOT subsurface exploration work and provide considerable cost savings over the long term. KW - Cone penetrometers KW - Correlation analysis KW - Cost effectiveness KW - Data analysis KW - Guidelines KW - Laboratory tests KW - Ohio KW - Soil penetration test KW - Subsurface investigations UR - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2011/Geotechnical/134371-FR.pdf UR - https://trid.trb.org/view/1104107 ER - TY - RPRT AN - 01341824 AU - Frank, Lawrence D AU - Greenwald, Michael J AU - Kavage, Sarah AU - Devlin, Andrew AU - Urban Design 4 Health, Incorporated AU - Washington State Department of Transportation AU - Federal Highway Administration TI - An Assessment of Urban Form and Pedestrian and Transit Improvements as an Integrated GHG Reduction Strategy PY - 2011/04//Final Research Report SP - 117p AB - This study is one of the first to test the effect of sidewalks on travel patterns and the first the authors know of to relate sidewalk availability with vehicle miles traveled (VMT) and greenhouse gas (GHG) emissions. Recently, several large jurisdictions in King County, Washington have developed local sidewalk data layers, creating a new opportunity to look at pedestrian infrastructure alongside other investment and policy strategies associated with reduced VMT and CO2. The study used travel outcome data from the 2006 PSRC Household Activity Survey. The household-level analysis was restricted to households in King County cities where sidewalk data were already available, and modeled the association of urban form, pedestrian infrastructure, transit service and travel costs on VMT and CO2, while controlling for household characteristics known to influence travel. The results provide early evidence of the potential effectiveness of sidewalks to reduce CO2 and VMT, in addition to a mixed land use pattern, shorter transit travel and wait times, lower transit fares and higher parking costs. However, the lack of ability to collect sidewalk data from across all of King County limited the study results. The sample population was lacking in variation and skewed towards the more urban and walkable parts of King County. This contributed to difficulties with multicollinearity in the modeling process, which in turn may have limited the significance of other urban form variables that have been repeatedly associated with travel outcomes in other King County studies. This study is, however, an important first step towards a more complete understanding of how pedestrian investment, urban form, transit service and demand management (pricing) policy can interact to meet the state's goals for VMT reduction. The inclusion of sidewalk data from across the entire county or region will provide further, and more conclusive, insights. KW - Built environment KW - Carbon dioxide KW - Greenhouse gases KW - Improvements KW - King County (Washington) KW - Land use KW - Pedestrians KW - Public transit KW - Sidewalks KW - Travel costs KW - Urban form KW - Vehicle miles of travel KW - Walking UR - http://www.wsdot.wa.gov/research/reports/fullreports/765.1.pdf UR - http://ntl.bts.gov/lib/37000/37800/37855/765.1.pdf UR - https://trid.trb.org/view/1103949 ER - TY - RPRT AN - 01341255 AU - Ament, Robert AU - Jennings, Stuart AU - Blicker, Pam AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - Steep Cut Slope Composting: Field Trials and Evaluation PY - 2011/04//Final Report (Phase III) SP - 116p AB - Three different depths of compost and five compost retention techniques were tested to determine their efficacy and cost effectiveness for increasing the establishment of native grass seedings and decreasing erosion on steep roadside cut slopes in southwest Montana. The depths of compost selected were: 0.32 cm (0.13 in.), 0.64 cm (0.25 in.) and 1.27 cm (0.5 in.). The compost retention methods utilized a coconut-straw fiber fabric, lightweight plastic netting and three commercially available tackifiers: 1) a polymer emulsion liquid, 2) a guar-based water dispersible formulation, and 3) a Plantago-based seed husk powder. Compost application rates of 1.27–2.54 cm (0.5–1 in.) are recommended for establishment of sufficient vegetation cover, estimated to result in 16–26 percent native bunchgrass cover in arid climates in Montana. These recommended application rates are estimated to cost between $41,160 and $82,171/hectare ($16,657 and $33,254/acre) based on plot construction methods from this study using a blower truck. Compost retention treatments employing physical retention of compost such as coconut-straw fiber fabric or lightweight plastic netting were effective in limiting the loss of applied compost. The tackifiers gave confounding results on their ability to retain compost. KW - Coconut fiber blankets KW - Compost KW - Cost effectiveness KW - Embankments KW - Erosion control KW - Field tests KW - Grasses KW - Montana KW - Native plants KW - Plastic mesh KW - Tackifiers UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/organic_matter/phaseiii/final_report.pdf UR - http://www.mdt.mt.gov/research/projects/env/organic_matter.shtml UR - https://trid.trb.org/view/1103146 ER - TY - RPRT AN - 01341165 AU - Jahan, Kauser AU - Axe, Lisa B AU - Sandhu, Nimrat K AU - Ndiba, Peter K AU - Ramanujachary, Kandalam V AU - Magdaleno, Travis Francis AU - New Jersey Institute of Technology, Newark AU - Rowan University AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Heavy Metal Contamination in Highway Marking Glass Beads PY - 2011/04//Final Report SP - 183p AB - This research was undertaken to study the implications of using glass beads containing elevated concentrations of metals and metalloids on roadways. Glass beads are embedded on pavement markings to obtain retroreflectivity which plays a crucial role in the lighting-up effect necessary for safe driving. This report outlines the methods used for measuring the total metal concentrations in the glass beads. The report then proceeds with leaching studies conducted and includes a factorial approach to examine environmentally relevant conditions. Two standard United States Environmental Protection Agency (U.S. EPA) procedures are also used for determining the leaching potential of glass beads: toxicity characteristic leaching procedure (TCLP) and synthetic precipitation leaching procedure (SPLP). The leaching results are compared against the New Jersey Default Leachate Criteria for groundwater which addresses the potential impact to groundwater that is considered a drinking water source. Results revealed that the X-ray fluorescence (XRF) correlated well with digestion and Inductively Coupled Plasma Mass Spectroscopy (ICP-MS) analysis. The most important factors affecting leaching were pH and time. Guidance was developed for metal concentrations in glass beads corresponding to potential exceedance of the criteria: 100 mg/kg arsenic, 100 mg/kg lead, and 175 mg/kg antimony. KW - Antimony KW - Arsenic KW - Concentration (Chemistry) KW - Contaminants KW - Environmental impacts KW - Glass beads KW - Groundwater KW - Groundwater contamination KW - Heavy metals KW - Leaching KW - Lead (Metal) KW - pH value KW - Retroreflectivity KW - Road marking materials UR - https://trid.trb.org/view/1103110 ER - TY - RPRT AN - 01340899 AU - Arndt, Jeffrey AU - Edrington, Suzie AU - Sandidge, Matt AU - Valencia, Lila AU - Jordan, Jeffrey AU - Texas Transportation Institute AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Sizing and Serving Texas Urban Gaps PY - 2011/04//Technical Report SP - 288p AB - Federal and state funding is largely distributed based upon federally defined geographic areas—urbanized areas or rural areas (non-urbanized areas). For urban transit districts, the funding is based upon characteristics of the entire urbanized area. However, the service area boundary for transit providers in urbanized areas often does not match the urbanized area boundary, leaving a portion of the urbanized area without a designated transit provider. The unserved area is referred to as an urban gap. This research estimates the magnitude and characteristics of urban gaps in all urbanized areas in Texas based upon both the 2000 Census and a projection of the 2010 Census. The research then presents case studies on a variety of approaches that are being used in Texas to fund and operate transit service to urban gap populations. KW - Case studies KW - Financing KW - Gaps in service provision KW - Geographic boundaries KW - Public transit KW - Service areas KW - Texas KW - Urban areas UR - http://tti.tamu.edu/documents/0-6473-1.pdf UR - http://ntl.bts.gov/lib/37000/37900/37961/0-6473-1.pdf UR - https://trid.trb.org/view/1102877 ER - TY - RPRT AN - 01340793 AU - Zimmerman, Katie AU - Wolters, Angie AU - Smith, Cynthia J AU - Applied Pavement Technology, Incorporated AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Final Report - Feasibility Study for the Redesign of MDOT's Pavement Management System Software PY - 2011/04//Final Report SP - 30p AB - In August of 2006 the Mississippi Department of Transportation (MDOT) initiated State Study No. 191, entitled “Feasibility Study for the Redesign of MDOT’s Pavement Management System (PMS) Software.” At the initiation of this study, the Department identified some of the deficiencies of the current tools: 1) The data integration tools envisioned with the current software, Transportation Management Information System (TMIS), such as ad hoc querying and dynamic segmentation, were not developed fully. 2) TMIS was developed using a software program that is now outdated. As a result, the Department is limited in its ability to upgrade certain programs (such as Sybase, MGE, and GeoMedia) because upgrades to these programs render TMIS useless. 3) The Department is moving towards the Oracle database platform and web enablement for all applications, which are not possible with TMIS. 4) Processes for updating linear referencing changes in base maps are cumbersome and labor‐intensive.  The pavement maintenance treatments in TMIS do not fully reflect the Department’s current business processes. 5) The pavement management database and optimization tools are not fully integrated. In order to address these deficiencies, the current research study has focused on finalizing the list of desired pavement management capabilities and evaluating the feasible software strategies in order to develop this implementation plan and associated cost estimate. In summary, this study provides a needs assessment, evaluation of software strategies, and a Request for Proposal (RFP) draft. KW - Asset management KW - Databases KW - Design KW - Feasibility analysis KW - Mississippi KW - Pavement management systems KW - Software KW - State departments of transportation UR - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20191%20-%20Feasibility%20Study%20for%20the%20Redesign%20of%20MDOT%20Pavement%20Management%20System%20Software.pdf UR - https://trid.trb.org/view/1102821 ER - TY - RPRT AN - 01340425 AU - Fitzpatrick, Kay AU - Chrysler, Susan T AU - Van Houten, Ron AU - Hunter, William W AU - Turner, Shawn AU - Texas Transportation Institute AU - Federal Highway Administration TI - Evaluation of Pedestrian and Bicycle Engineering Countermeasures: Rectangular Rapid-Flashing Beacons, HAWKs, Sharrows, Crosswalk Markings, and the Development of an Evaluation Methods Report PY - 2011/04//Technical Report SP - 70p AB - This report documents a Federal Highway Administration (FHWA) project to quantify the effectiveness of selected engineering countermeasures to improve safety and operations for pedestrians and bicyclists. Through a combination of literature review, review of traffic control device experimental requests, practitioner panels, and meetings with FHWA, the research team identified four countermeasures for evaluation as well as the need for a handbook for practitioners conducting evaluations of traffic control devices. This report provides a brief summary of the evaluations of these four countermeasures and references to the full technical reports for each. The rectangular rapid-flashing beacon (RRFB) device is a pedestrian-activated beacon system located at the roadside below pedestrian crosswalk signs. The study found that RRFBs produced an increase in yielding behavior at all 22 sites located in 3 cities (average yielding increased from 4 to 80 percent). Data collected over a 2-year follow-up period at 18 of these sites also documented the long-term maintenance of the improved yielding behavior produced by RRFBs. The High intensity Activated crossWalK (HAWK) (also known as the pedestrian hybrid beacon) consists of two red lenses above a single yellow lens. From the before-after evaluation that considered data for 21 HAWK sites and 102 unsignalized intersections, the following changes in crashes were found after HAWK installation: a 29 percent reduction in total crashes (statistically significant), a 15 percent reduction in severe crashes (not statistically significant), and a 69 percent reduction in total pedestrian crashes (statistically significant). Shared lane markings help convey to motorists and bicyclists that they must share the travel way on which they operate. A variety of hypotheses were examined, and a number of variables related to the interaction and spacing of bicycles and motor vehicles showed positive effects. Finally, the crosswalk marking study investigated the relative daytime and nighttime visibility of three crosswalk marking patterns. For the sites where markings were newly installed for this study, the detection distances to bar pairs and continental markings were similar, and they were statistically significantly longer than the detection distance to the transverse markings both during the day and at night. This report also summarizes the evaluation methods report, which provides information for traffic engineering practitioners on how to conduct evaluations of traffic control devices used by pedestrians and bicyclists. KW - Bicycle crashes KW - Bicycle safety KW - Countermeasures KW - Crosswalks KW - Evaluation KW - Flashing beacons KW - High intensity activated crosswalk (HAWK) KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Road markings KW - Safety engineering KW - Sharrows UR - http://www.fhwa.dot.gov/publications/research/safety/pedbike/11039/11039.pdf UR - https://trid.trb.org/view/1100782 ER - TY - ABST AN - 01548237 TI - Comparing HMA Dynamic Modulus Measured by Axial Compression and IDT Methods AB - The objectives of this research were to (1) statistically compare hot mix asphalt (HMA) dynamic modulus (E*) values measured by the indirect tension (IDT) test developed by Kim et al. with those measured in axial compression with American Association of State Highway and Transportation Officials (AASHTO) TP 62 and TP 79 and (2) determine the sensitivity of pavement distress predictions obtained with the Mechanistic Empirical Design Guide (MEPDG) and Quality-Related Specification Software (QRSS) to the use of E* values measured by the two different methods. KW - Dynamic modulus of elasticity KW - Hot mix asphalt KW - Mathematical prediction KW - Mechanistic-empirical pavement design KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement distress KW - Tension tests UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3122 UR - https://trid.trb.org/view/1335988 ER - TY - RPRT AN - 01362910 AU - Galarus, Douglas AU - Richter, Daniell AU - Bateman, Kelvin AU - Western Transportation Institute AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Central Federal Highways Division Data Collection Packages - Final Report PY - 2011/03/31/Final Report SP - 61p AB - The purpose of this research study was to develop a proof of concept, prototype electronic data-collection and reporting system to facilitate the completion of Emergency Relief for Federally Owned (ERFO) Roads Damage Site Reports (DSR). The system would replace current reports, which are hand-written in the field and converted to an electronic format later. Researchers developed the prototype system, which integrates a Tablet PC, digital camera, GPS, and satellite and cellular modems. Users completing road damage reports have the capability to summarize basic information, map locations, download topographic maps and aerial photos for reference, import and annotate photos using a stylus pen, free-hand sketch using the stylus pen, and automatically generate reports. The system was successfully tested in the lab and demonstrated to the FHWA. Anticipated benefits of the new method include more detailed, accurate and timely reporting of incidents in the field, which may facilitate and expedite emergency response and road repair activities. KW - Central Federal Lands Highway Division KW - Data collection KW - Data communications KW - Emergency management KW - Emergency Relief for Federally Owned Roads Program KW - Global Positioning System KW - Incident management KW - Information systems KW - Mobile communication systems KW - Prototypes KW - Systems engineering UR - http://www.westerntransportationinstitute.org/documents/reports/4W1804_Final_Report.pdf UR - https://trid.trb.org/view/1128278 ER - TY - RPRT AN - 01343105 AU - Ament, Robert AU - Galarus, Doug AU - Richter, Daniel AU - Bateman, Kelvin AU - Huijser, Marcel AU - Begley, James AU - Western Transportation Institute AU - Federal Highway Administration AU - Iowa State University, Ames AU - Research and Innovative Technology Administration TI - Roadkill Observation Collection System (ROCS): Phase III Development PY - 2011/03/31 SP - 114p AB - The Roadkill Observation Collection System (ROCS) is a multi-phased effort that has developed software for a tripartite system: rugged, handheld and integrated personal digital assistant (PDA) - global positioning system (GPS) data collectors, automatic uploads of data from the PDA-GPS units to a central electronic data repository and controlled admission to the ROCS central data server to access data to examine results on visualization software, for evaluation, summaries and reports. Data collection for this latest phase of the ROCS was conducted in 2010 and early 2011 in Iowa and New York by transportation maintenance crews removing animal carcasses along highways. An evaluation of a portion of the spatially accurate data (within 5-10 meters of actual location) using the central ROCS server indicate the data can be used to identify areas of high animal–vehicle collisions via a spatial cluster analysis, can be used to conduct a cost–benefit analyses for mitigation, and have the potential for other useful evaluations. Field and system tests of the ROCS have been completed indicating a fully functional system that is now ready for broader geographic deployment. KW - Animal vehicle collisions KW - Cluster analysis KW - Data collection KW - Data processing centers KW - Global Positioning System KW - Location KW - Personal digital assistants KW - Road kill KW - Spatial analysis UR - http://www.westerntransportationinstitute.org/documents/reports/4W1824_Final_Report_Phase3.pdf UR - http://www.westerntransportationinstitute.org/documents/reports/4W2109_Final_Report.pdf UR - https://trid.trb.org/view/1104945 ER - TY - RPRT AN - 01342281 AU - Miller, Sheryl AU - Rephlo, Jennifer AU - Armstrong, Christopher AU - Jasper, Keith AU - Golembiewski, Gary AU - Science Applications International Corporation AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - National Evaluation of the Safetrip-21 Initiative: Combined Final Report PY - 2011/03/31/Final Report SP - 147p AB - Through the U.S. Department of Transportation’s (U.S. DOT) SafeTrip-21 Initiative, the U.S. DOT tested a variety of technologies in a number of locations in California as well as along the I-95 corridor on the east coast. This document presents the findings of the independent national evaluation of eight of its applications. Part I of the report provides an overview of the initiative and the evaluation activities. Part II summarizes each application that was tested and the related evaluation findings. Part III synthesizes the evaluation findings across four topics relevant to the its community – collecting and using traffic conditions data, providing real-time traffic information to drivers, providing multi-modal travel information to travelers, and providing safety information to drivers. KW - California KW - Highway safety KW - Information systems KW - Intelligent transportation systems KW - Multimodal transportation KW - Public transit KW - Real time information KW - Traffic data UR - http://ntl.bts.gov/lib/38000/38500/38510/safetrip_cfr.pdf UR - https://trid.trb.org/view/1104414 ER - TY - RPRT AN - 01342036 AU - Magalotti, Mark J AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Freeway Ramp Management in Pennsylvania PY - 2011/03/31/Final Report SP - 210p AB - This research identified the opportunities to implement ramp management strategies on freeways in Pennsylvania. The research explored the need to integrate local arterial traffic signal systems with ramp management strategies to reduce the impacts of ramp management on local roadways. The report recommends a definition of freeway congestion and screening criteria for candidate ramp management freeways in Pennsylvania. In addition, a case study was performed for the I-376 tunnel bottleneck in the City of Pittsburgh to identify potential ramp management strategies, their impact on local roadways, mitigation strategies for local traffic signal systems and the relative benefits and costs of implementing such a project on I-376. Transportation planning and simulation models were used to evaluate travel pattern changes and measures of performance of the I-376 freeway with ramp management strategies in place. KW - Arterial highways KW - Benefit cost analysis KW - Bottlenecks KW - Case studies KW - Freeway management systems KW - Pennsylvania KW - Performance measurement KW - Pittsburgh (Pennsylvania) KW - Ramps (Interchanges) KW - Traffic congestion KW - Traffic mitigation KW - Traffic signal control systems KW - Traffic simulation KW - Travel patterns UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Freeway%20Ramp%20Management.pdf UR - https://trid.trb.org/view/1104572 ER - TY - ABST AN - 01573214 TI - Enhanced Analysis of Falling Weight Deflectometer Data for Use with the Mechanistic-Empirical Flexible Pavement Design and Analysis and Recommendations for Improvements to Falling Weight Deflectometer AB - This project will investigate the ideal loading and response information needed from Falling Weight Deflectometer (FWD) testing to reliably evaluate in-service pavements for use in mechanistic-empirical pavement design and analysis, and recommend enhancements to the current FWD technology and analysis to meet those needs. KW - Falling weight deflectometers KW - Flexible pavements KW - Mechanistic-empirical pavement design KW - Pavement design KW - Service life UR - https://trid.trb.org/view/1365864 ER - TY - ABST AN - 01485866 TI - Linking Eco-Logical to Planning and Project Development AB - The objective of this project is to aid in the implementation of the Federal Highway Administration's (FHWAs) Eco-Logical Program HEPE requires the support of and access to multi-disciplined teams to meet the transportation challenges for the 21st century. KW - Ecology KW - Environmental impacts KW - Implementation KW - Project development KW - Transportation planning UR - https://trid.trb.org/view/1255091 ER - TY - ABST AN - 01545892 TI - Supplemental Guidance on the Application of FHWA's Traffic Noise Model (TNM) AB - The objective of this research was to supplement existing guidance on applying the Traffic Noise Model (TNM) by identifying best practices to accurately, consistently, and efficiently model (1) structure reflected noise; (2) bridge expansion joints; (3) signalized interchanges; (4) intersections; (5) area sources, e.g., weigh stations, park and ride lots, toll facilities, and service plazas; (6) median barriers; and (7) roundabouts. This research will determine the sensitivity and accuracy of methods to model (1) multi-lane highways, (2) rows of buildings, (3) topography, (4) ground zones, and (5) tree zones, and identify best practices for input parameters. This research also synthesizes the state of practice for analyzing the effects of (1) wind direction and (2) temperature inversion on sound propagation. This research project's results are intended for use by experienced analysts, modelers, and designers. KW - Best practices KW - Guidelines KW - Sensitivity analysis KW - Signalized intersections KW - Sound transmission KW - Traffic noise KW - Traffic Noise Model UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2986 UR - https://trid.trb.org/view/1332841 ER - TY - RPRT AN - 01552143 AU - Federal Highway Administration TI - Improving FHWA's Ability to Assess Highway Infrastructure Health: Phase I Results PY - 2011/03/22/Final Report SP - 33p AB - The primary goals of this project are to define a consistent and reliable method of assessing infrastructure health with a focus on pavements and bridges on the Interstate Highway System, and to develop tools to provide Federal Highway Administration (FHWA) and State Departments of Transportation (DOTs) ready access to key information that will allow for a better and more complete view of infrastructure health nationally. While initially focusing on the Interstate Highway System, it is the intent of this project to develop methodologies that can be expanded to the National Highway System or any other defined system of pavements or bridges, subject to data availability. To meet these goals, the scope of this project includes two main tracks: (1) Develop an approach for categorizing pavement and bridges as Good/Fair/Poor, which can be used consistently across the country. Performance in this context is based on condition information. (2) Develop a methodology for determining the health of a corridor with respect to pavement and bridges. Health in this context is based on factors that go beyond condition. KW - Condition surveys KW - Data collection KW - Highway bridges KW - Infrastructure KW - Interstate Highway System KW - Methodology KW - Pavements KW - Structural health monitoring KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/asset/health/phase1.pdf UR - https://trid.trb.org/view/1341310 ER - TY - RPRT AN - 01341900 AU - Rue, Harrison AU - Rooney, Kathleen AU - Dock, Stephanie AU - Ange, Katharine AU - Twaddell, Hannah AU - Poncy, Amanda AU - ICF International AU - Renaissance Planning Group AU - Federal Highway Administration TI - The Role of FHWA Programs In Livability: State of the Practice Summary PY - 2011/03/21 SP - 40p AB - This research paper highlights the current state of the practice relative to the implementation of livability principles within the context of the Federal-aid highway program. It also highlights the challenges facing the Federal Highway Administration (FHWA) and other transportation agencies in changing traditional planning approaches and evolving institutional frameworks to more effectively incorporate livability principles. It offers a sampling of strategies and tools for implementing livability through different programs and agencies, and across various scales as they pertain to highway program planning and development. The research conducted for this paper focused on identifying integrated highway projects that address livability from multiple perspectives, including a national literature review/scan coupled with technical knowledge of the research team and outreach to transportation practitioners. As a result of the literature scan, many different types of organizations and planning products, at different geographic levels, incorporating Federal, State, regional, and local programs and projects, were reviewed for livability practices and broad analytical observations. KW - Community development KW - Federal aid highways KW - Highway design KW - Highway planning KW - Integrated planning KW - Land use planning KW - Literature reviews KW - Quality of life KW - State of the practice KW - Strategic planning KW - Sustainable development UR - http://www.fhwa.dot.gov/livability/state_of_the_practice_summary/research2011.pdf UR - https://trid.trb.org/view/1104128 ER - TY - ABST AN - 01543873 TI - Testing of Cable Median Barrier in a Narrow Ditch AB - With its publication by American Association of State Highway and Transportation Officials (AASHTO) in October 2009, the Manual for Assessing Safety Hardware (MASH) has superseded National Cooperative Highway Research Program (NCHRP) Report 350 as the recommended procedures for the safety performance evaluation of roadside features. The majority of longitudinal barrier crash tests are preformed on flat, level terrain. However, it is recognized that cable median barrier is commonly installed in a median ditch on sloped terrain. This practice accommodates the needed working width of the barrier and helps reduce the frequency of impacts. It is, therefore, desirable to test and evaluate cable median barriers in a ditch. A question has arisen pertaining to what ditch configurations should be used to evaluate a cable median barrier that is designed to be placed anywhere in any ditch with 4H:1V slopes or flatter. The multitude of ditch configurations that exist in the field makes the selection of appropriate test conditions a challenge. Although a maximum slope is defined (e.g., 4H:1V), other variables include ditch width, shape, and degree of rounding of the hinge points. Several crash tests have been conducted at the Midwest Roadside Safety Facility (MwRSF) at the University of Nebraska Lincoln (UNL) on a generic cable median barrier being designed for placement anywhere in a 4H:1V ditch. The testing was conducted in a relatively wide (42 ft) ditch and has included a barrier placed at the critical lateral offset on the foreslope and near the ditch bottom on the backslope. Additional consideration is being given to the evaluation of cable barriers in a narrower (e.g., 30 ft) ditch. The narrower ditch width will result in vehicle interaction with the backslope during redirection. This interaction may or may not cause the pickup truck to become unstable. There is a need to evaluate and compare performance related to both ditch widths to determine which is more critical for use in future testing. It has also been observed in previous testing of cable median barriers on the backslope of a narrow ditch, that a passenger car has the propensity to steer up the backslope before impacting the barrier. This behavior can induce a yaw opposite the direction of desired redirection. It has been proposed to further evaluate this test condition through additional testing. The objective of this project is to conduct a full-scale crash test of a generic 4-cable median barrier in a narrow ditch with 4H:1V slopes - one on the ditch foreslope with a pickup truck, and one on the ditch backslope with a small car and develop and final matrix for updating and refining the MASH. Tasks are as follows: Task 1. Conduct a Manual for Assessing Safety Hardware (MASH) Test 3-11 with a cable barrier placed on a 4H:1V ditch foreslope. (cancelled) Amended Task 1. Develop cable median barrier test matrices using information from existing testing, simulation, and Delphi method approach. Task 2. Conduct a MASH Test 3-10 with a cable barrier placed on a 4H:1V ditch backslope. Task 3. Submit a final report documenting the research approach and test results. KW - AASHTO Manual for Assessing Safety Hardware KW - Ditches KW - Evaluation and assessment KW - Highway safety KW - Impact tests KW - Manuals KW - Median barriers KW - Slopes UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3467 UR - https://trid.trb.org/view/1332021 ER - TY - ABST AN - 01548323 TI - Research for the AASHTO Standing Committee on Planning. Task 105. Strategic Plan for the AASHTO Standing Committee on Planning: 2011 Update AB - The American Association of State Highway and Transportation Officials (AASHTO) Standing Committee on Planning created its first strategic plan in 2008 to guide the Committee's activities and research. The 2008 plan has been updated to reflect anticipated changes in federal funding programs, an increased emphasis on performance measures and outcomes, challenges presented by global climate change, and to ensure alignment with AASHTO's strategic plan, the 2008 strategic plan. KW - American Association of State Highway and Transportation Officials KW - Climate change KW - Financing KW - Performance measurement KW - Strategic planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3094 UR - https://trid.trb.org/view/1336185 ER - TY - ABST AN - 01465789 TI - Developing Advanced Spatial Analysis Tools in Transportation Safety Planning: Examining Planning Zones and Trip Data AB - The objectives of this project are: (1) To establish the suitability of a current traffic-related zoning approach in the new generation planning method: Transportation Safety Planning (TSP). (2) To explore the effective and efficient use in TSP of existing key determinants in Traditional Transportation as trip generation/distribution data. (3) Based on the accomplishment of objectives 1 and 2, to develop a prototype of a scientific, while practical, spatial analysis toolbox to advance TSP practice at various levels. KW - Spatial analysis KW - Transportation planning KW - Transportation safety KW - Trip data KW - Trip generation UR - https://trid.trb.org/view/1234023 ER - TY - ABST AN - 01548320 TI - Research for AASHTO Standing Committee on Highways. Task 311. Development of a Warm Mix Asphalt Technology Evaluation Program AB - The objective of this research was to develop a standardized evaluation program for warm mix asphalt (WMA) technologies that is compatible with American Association of State Highway and Transportation Officials (AASHTO) National Transportation Product Evaluation Program's (NTPEP's) centralized system of testing, evaluation, and data reporting of engineering materials for the state departments of transportation (DOTs). KW - Asphalt pavements KW - Evaluation KW - Standardization KW - State departments of transportation KW - Warm mix paving mixtures UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3075 UR - https://trid.trb.org/view/1336182 ER - TY - ABST AN - 01485862 TI - Safety Planning AB - This research will focus on changing the perception of highway safety increasing awareness of the problem and promoting a better understanding of how to address safety in the planning process. Current fatality and injury statistics indicate that more must be done. Providing planners stakeholders and the public with better information would help to integrate safety into transportation decision-making processes. Integrating safety into all aspects of planning will require educating transportation planners stakeholders and the public about safety issues and potential solutions. KW - Crash data KW - Crash injuries KW - Decision making KW - Fatalities KW - Highway safety KW - Transportation planning UR - https://trid.trb.org/view/1255087 ER - TY - ABST AN - 01495354 TI - Operational and Safety Characteristics of Lane Widths AB - The objective of this project is to research the effects of travel lane widths on the safety and operations of non-interstate primary and secondary state routes in South Carolina. KW - Highway operations KW - Highway safety KW - Lane width KW - South Carolina KW - Travel lanes UR - http://www.scdot.scltap.org/wp-content/uploads/2015/03/FHWA-SC-15-01-Final.pdf UR - https://trid.trb.org/view/1264905 ER - TY - ABST AN - 01466563 TI - City of Camden, Broad Street Road Diet, Federal Highway Administration TIGER II, Grant No. P-37 AB - This Cooperative Agreement between the Federal Highway Administration (FHWA) and the City of Camden is to perform transportation planning work as follows: preparation of a National Environmental Policy Act (NEPA) document and plans for reducing the number of travel lanes on United States Highway 521 (Broad Street) to improve safety and livability in downtown Camden. KW - Highway safety KW - National Environmental Policy Act of 1969 KW - Quality of life KW - South Carolina KW - Transportation planning KW - Travel lanes UR - https://trid.trb.org/view/1234798 ER - TY - RPRT AN - 01357950 AU - Miller, Jeffrey AU - Federal Highway Administration AU - Booz Allen Hamilton TI - Program Evaluation of FHWA Pedestrian and Bicycle Safety Activities PY - 2011/03/01/Final Report SP - 93p AB - FHWA’s Office of Highway Safety (HSA) initiated a program evaluation by Booz Allen Hamilton to assess the overall effectiveness of the Agency’s Pedestrian and Bicycle Safety Program. The evaluation covers pedestrian and bicycle safety activities conducted throughout FHWA headquarters’ safety, planning, and research offices and field Resource Center and Division Offices. The evaluation (1) includes a qualitative and quantitative assessment of the effectiveness of FHWA’s current program design and delivery and (2) identifies specific program management and performance recommendations to improve program outcomes. FHWA’s primary customers for the Pedestrian and Bicycle Safety Program are state DOTs and local agencies. The program develops guidance on processes to improve safety planning, develops and tests specific pedestrian and bicycle safety countermeasures and strategies, and provides training and technical assistance. Rather than assessing the effectiveness of individual program activities, this evaluation looks at the overall management processes FHWA uses to identify needs and trends from its primary customers, how best to deliver these services, and the impacts of its activities in reducing pedestrian and bicycle safety fatalities and injuries nationwide. KW - Bicycle safety KW - Evaluation and assessment KW - Needs assessment KW - Pedestrian safety KW - Performance KW - Program management KW - Programming (Planning) KW - Trend (Statistics) KW - U.S. Federal Highway Administration UR - http://ntl.bts.gov/lib/42000/42900/42988/Final_Report_FHWA_PedBike_Program_Evaluation_3-2-2011.pdf UR - https://trid.trb.org/view/1122329 ER - TY - RPRT AN - 01534781 AU - Goodspeed, Charles AU - Robert, Christopher AU - Pelletier, Justin AU - Salzer, David AU - Santoso, Patrick AU - University of New Hampshire, Durham AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - Transverse Joint Configuration Development and Testing for a Modular Bridge Deck Replacement System PY - 2011/03//Final Report SP - 102p AB - According to the 2009 Report Card for America’s Infrastructure, one in four of the nation’s bridges are listed as structurally deficient or functionally obsolete, establishing a dire need for new and innovative repair and replacement techniques to improve the efficiency and state of the nation’s bridges. Full-depth pre-cast bridge deck panels have proven to be a rapid, efficient and cost effective solution to cast-in-place bridge deck replacement techniques. However, the panel-to-panel connection for these segmental deck replacement systems requires further development and testing to improve their structural redundancy, and to streamline their installation procedure. Multiple transverse joint configurations have been developed, fabricated, and tested in order to evaluate their shear transfer capabilities and ease of use. It was determined that a round corrugated transverse joint configuration provided the greatest shear transfer capacity and an efficient installation procedure. KW - Bridge decks KW - Installation KW - Modular structures KW - New Hampshire KW - Precast concrete KW - Rehabilitation (Maintenance) KW - Shear transfer KW - Transverse joints UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-14282T.pdf UR - https://trid.trb.org/view/1320443 ER - TY - RPRT AN - 01513693 AU - United States Federal Highway Administration TI - I-70 Mountain Corridor : environmental impact statement PY - 2011/03//Volumes held: Draft(2v)(folio), Revised draft, Final, Final Appendix, Draft technical reports B1, Final technical reports B2 KW - Colorado KW - Environmental impact statements UR - https://trid.trb.org/view/1298017 ER - TY - RPRT AN - 01493872 AU - Clevenger, Anthony P AU - Huijser, Marcel P AU - Western Transportation Institute AU - Federal Highway Administration AU - Federal Highway Administration TI - Wildlife Crossing Structure Handbook: Design and Evaluation in North America PY - 2011/03//Final Report SP - 223p AB - This handbook provides numerous solutions to wildlife-vehicle interactions by offering effective and safe wildlife crossing examples. It initially describes the critter crossing problem and justifies the need to solve it. Project and program level considerations are identified for planning, placement and design of wildlife crossing structures. Key design and ecological criteria, construction and maintenance guidelines, and effective monitoring techniques are shown and described in this handbook’s practical application examples called Hot Sheets. KW - Animal behavior KW - Best practices KW - Habitat (Ecology) KW - Handbooks KW - Highway safety KW - North America KW - Structural design KW - Wildlife crossings UR - http://www.cflhd.gov/programs/techdevelopment/wildlife/ UR - https://trid.trb.org/view/1262539 ER - TY - RPRT AN - 01451531 AU - United States Federal Highway Administration TI - South Capitol Street, Independence Avenue to Martin Luther King, Jr. Avenue : environmental impact statement PY - 2011/03//Volumes held: Draft, Final, Draft technical reports B1, Air quality technical report appendices B2, Final technical reports B3 KW - Environmental impact statements UR - https://trid.trb.org/view/1220075 ER - TY - RPRT AN - 01451215 AU - United States Federal Highway Administration TI - Grand Parkway (State Highway 99) segments H and I-1 from United States Highway (US) 59 (N) to Interstate Highway (IH) 10 (E), Montgomery, Harris, Liberty, and Chambers counties : environmental impact statement PY - 2011/03//Volumes held: Draft(2v) KW - Environmental impact statements KW - Texas UR - https://trid.trb.org/view/1219759 ER - TY - RPRT AN - 01451205 AU - United States Federal Highway Administration TI - Adopt a route for an ultimate 4-lane expressway for State Route 180, from Interstate 5 to the western terminus of State Route 180, near Valentine Avenue (post miles R9.0 to R54.2), in western Fresno County : environmental impact statement PY - 2011/03//Volumes held: Draft KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/1219749 ER - TY - RPRT AN - 01451015 AU - United States Federal Highway Administration TI - MD 3 project planning study from north of US 50 to south of MD 32, Anne Arundel and Prince George's counties : environmental impact statement PY - 2011/03//Volumes held: Draft(2v)(v.2 is folio), Final KW - Environmental impact statements KW - Maryland UR - https://trid.trb.org/view/1219559 ER - TY - RPRT AN - 01380974 AU - Garvin, M AU - Molenaar, Keith R AU - Navarro, D AU - Proctor, G AU - United States. Federal Highway Administration (FHWA). Office of International Programs TI - Key performance indicators in public-private partnerships PY - 2011/03 IS - FHWA-PL-10-029 SP - 108p AB - This report provides a state-of-the-practice description of domestic and international practices for key performance indicators (KPIs) in public-private partnerships (PPPs). The report is based on a comprehensive literature review and eight case studies from Australia, British Columbia, the United Kingdom, and the United States. The report identifies how government-developed performance measures reflecting societal goals such as congestion management or environmental impact are translated through KPIs and included in project documents for designing, constructing, operating, and maintaining transportation facilities. The report shows that it is possible to align projects with these higher goals. The findings are applicable to agencies that wish to align overarching organizational and societal performance measures through KPIs not only to PPP projects, but also to conventionally bid projects. KW - Australia KW - British Columbia, Canada KW - Case studies KW - Case study KW - Governments KW - Management KW - Partnership KW - Partnerships KW - Performance indicators KW - Performance measurement KW - Policy and planning KW - Private enterprise KW - Private sector KW - Public sector KW - Toll roads KW - Transport management KW - United Kingdom KW - Usa UR - http://international.fhwa.dot.gov/pubs/pl10029/pl10029.pdf UR - https://trid.trb.org/view/1148889 ER - TY - RPRT AN - 01370181 AU - Maher, Ali AU - Ruggeri, Joseph AU - Geo-Hydro, Inc AU - Center for Advanced Infrastructure and Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Hydrodynamic Modeling for Ex-Situ Testing PY - 2011/03//Final Report SP - 26p AB - The primary objective of the project is to provide a review of the current state of practice regarding hydrodynamic models and modeling for ex-situ testing applications. From a selection of graphics, simulations and numerical modules available, the study will provide ease of use, parameter requirements, applicability, functionality, capabilities and output results to aid in the selection process and make a recommendation based on ex-situ testing analysis needs, possible trends and response indicators. KW - Hydrodynamics KW - Hydrology KW - Numerical analysis KW - Simulation KW - Testing KW - Trend (Statistics) UR - http://cait.rutgers.edu/cait/research/hydrodynamic-modeling-ex-situ-testing UR - https://trid.trb.org/view/1136636 ER - TY - RPRT AN - 01354133 AU - Cross, Stephen A AU - Gibbe, Robel AU - Aryal, Nirajan AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Development of a Flexible Pavement Database for Local Calibration of the MEPDG, Part 2 Evaluation of ODOT SMA Mixtures PY - 2011/03//Final Report SP - 90p AB - There has been some reluctance on the part of some in Oklahoma to use SMA mixtures. There are several factors that could be involved in the slow acceptance of SMA mixtures in Oklahoma. These factors are 1) the extra expense associated with the higher binder contents and better quality aggregates required, 2) a lack of data indicating that SMA mixtures perform substantially better than conventional Superpave mixtures and 3) a lack guidance on thickness design benefits, including appropriate input parameters for the MEPDG. The objectives this study are to evaluate the performance of SMA mixes compared to S-4 mixes and to determine the performance benefits. Testing included Hamburg Rut Tests and dynamic modulus testing. Hamburg rut testing indicated that SMA resists permanent deformation better than ODOT S-4 mixes made with the same source and grade of asphalt cement. Both measured and predicted dynamic modulus of SMA was less than ODOT S-4 mixes. The Asphalt Institutes fatigue equation indicated longer fatigue life for SMA compared to S-4 mixes. MEPDG prediction models contradict these findings. KW - Calibration KW - Databases KW - Dynamic modulus of elasticity KW - Flexible pavements KW - Hamburg tests KW - Mechanistic-Empirical Pavement Design Guide KW - Oklahoma KW - Pavement design KW - Pavement performance KW - Rutting KW - Stone matrix asphalt UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/rad_spr2-i2209-fy2010-rpt-final-pt2-trdp-cross.pdf UR - http://ntl.bts.gov/lib/42000/42400/42425/FY10_2209_Cross_FinalReport.pdf UR - https://trid.trb.org/view/1117042 ER - TY - SER AN - 01354125 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Murphy, Timothy R AU - Taccola, Lisa J AU - Murphyao, Amanda AU - University of Illinois, Urbana-Champaign AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Proceedings of the Material Quality Testing Risk Assessment and Multi-State Peer Exchange PY - 2011/03//Research Report IS - 11-079 SP - 94p AB - The primary objectives of this study were to compare the practices of the Illinois Department of Transportation (IDOT) with those of other state and federal agencies to share advice, best practices, and lessons learned, and to plan for the best possible Quality Control and Quality Assurance (QC / QA) and risk assessment procedures as IDOT moves forward in today’s changing business climate. This report outlines the incentives behind this research project, documents relevant literature related to QC / QA, summarizes the discussions of the Peer Exchange, and provides recommendations for IDOT based on a synthesis of the foregoing research items. KW - Best practices KW - Illinois Department of Transportation KW - Lessons learned KW - Materials KW - Peer exchange KW - Quality assurance KW - Quality control KW - State departments of transportation UR - http://hdl.handle.net/2142/45841 UR - https://trid.trb.org/view/1116769 ER - TY - RPRT AN - 01354115 AU - Singh, Dharamveer AU - Zaman, Musharraf M AU - White, Luther AU - University of Oklahoma, Norman AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Modeling of 85th Percentile Speed for Rural Highways for Enhanced Traffic Safety PY - 2011/03//Final Report SP - 109p AB - Traffic operation on two-lane rural highways and setting posted speed limits are some of the difficult tasks faced by the Oklahoma Department of Transportation (ODOT) and other transportation agencies. The present study was undertaken to develop artificial neural network (ANN) models to predict 85th percentile speed (V85) of two-lane rural highways in Oklahoma. Several input parameters, namely, roadway characteristics, traffic conditions, and accident experience were considered in developing the ANN models. Physical characteristics of road include, surface width (SW), shoulder type (ST), and shoulder width (SHW). Traffic parameters cover average daily traffic (ADT), posted speed (PS), and V85. Pavement condition includes skid number (SN), and international roughness index (IRI). The location collision rate, statewide collision rate (overall, fatal, and injury), and percentage unsafe speed drivers (USD) were covered in the accident data. Data from a total of 241 two-lane rural highway sites were collected and used in developing the ANN models. The following four different ANN models were developed: Model 1 includes Posted Speed but does not include Accident Data; Model 2 includes neither Posted Speed nor Accident Data; Model 3 includes both Posted Speed and Accident Data; and Model 4 does not include Posted Speed but includes Accident Data. Model 1 included physical characteristics of road, and traffic parameters including PS, while Model 2 covered all the parameters included in Model 1 except PS. Similarly, Model 3 considered accident data with all the parameters included in Model 1. Model 4 used all the parameters included in Model 3 excluding PS. The developed models provided an overall accuracy of more than 90%. For example, Model 1 and Model 2 developed without accident data gave an overall accuracy of 97%, and 91.5%, respectively. Similarly, Model 3 and Model 4 developed using accident data resulted in an overall accuracy of 97.5%, and 94.1%, respectively. It was found that inclusion of accident data improves the performance of the model only marginally. The present study was pursued with the goal that ANN models for V85 would provide a cost effective alternative for estimating site-specific V85 of two-lane rural highways in Oklahoma. Also, the developed models are expected to be useful for prediction of V85 when roadway characteristics and/or traffic operational factors change. KW - 85th percentile speed KW - Crash data KW - Highway operations KW - Neural networks KW - Oklahoma KW - Rural highways KW - Speed limits KW - Traffic crashes KW - Traffic safety KW - Two lane highways UR - http://ntl.bts.gov/lib/42000/42400/42427/FY10_2211_Zaman_FinalReport.pdf UR - https://trid.trb.org/view/1117036 ER - TY - RPRT AN - 01353563 AU - Resource Systems Group, Incorporated AU - Federal Highway Administration TI - Summary Report: Workshops on Integrating Climate Change with Transportation Planning, October & November 2010 PY - 2011/03//Summary Report SP - 17p AB - The purpose of this report is to provide a summary of five workshops on addressing climate change in the State and metropolitan transportation planning processes that the Federal Highway Administration (FHWA) sponsored in 2010. This report also provides an assessment of the workshop results and suggestions for further FHWA activity related to supporting consideration of climate change in transportation planning. The workshops allowed for five State departments of transportation and metropolitan planning organizations to receive expert technical assistance focused on integrating climate change considerations (both greenhouse gas mitigation and adaptation to climate change impacts) into their planning process. KW - Climate change KW - Greenhouse gases KW - Metropolitan planning organizations KW - State departments of transportation KW - Transportation planning KW - Workshops UR - http://www.fhwa.dot.gov/hep/climate/workshops/workshops.pdf UR - https://trid.trb.org/view/1118324 ER - TY - JOUR AN - 01350562 JO - Public Roads PB - Federal Highway Administration AU - Carlson, David J AU - Greenberg, Ellen AU - Kanninen, Morgan TI - Street Design: Part 2 - Sustainable Streets PY - 2011/03 VL - 74 IS - 5 SP - pp 8-15 AB - Today’s road projects must often meet regulatory, policy, and community requirements aimed at integrating the roadway into the existing natural and built environments. Many projects call for features that promote livability and sustainability objectives. This paper describes how road projects are delivering livability and environmental benefits. The paper also discusses what the government is doing to help in the achievement of sustainability goals. The Interagency Partnership for Sustainable Communities, was established in 2009 to focus on livability by aligning Federal resources and encouraging place-based solutions. The Federal Highway Administration, U.S. Environmental Protection Agency (EPA), and other partners also are collaborating to identify and define sustainability concepts and develop rating tools for sustainability features. In support of EPA’s Smart Growth program, researchers with the Sustainable Transportation Center at the University of California, Davis, recently cataloged case studies that demonstrate a comprehensive approach to creating complete, multimodal, green, and livable streets. The projects include: a streetscape redesign incorporating bioretention cells in Lansing, Michigan; the redesign of a one-mile portion of an avenue in Shoreline, Washington that was guided in part by a checklist of features approved by a citizens advisory task force; a streetscape improvement project in Portland, Oregon that addressed community, ecological, and mobility objectives; and the transformation of a five-lane, limited-access facility into a two-lane surface street with continuous sidewalks and a riverfront promenade in Chattanooga, Tennessee. By aiming for sustainability, departments of transportation can find innovative ways to design road projects that meet safety and mobility requirements while delivering maximum benefits to communities, motorists, and the environment. Evaluation and ratings systems are available to help assess the overall sustainability of highway infrastructure. KW - Case studies KW - Chattanooga (Tennessee) KW - Environmental protection KW - Evaluation and assessment KW - Federal government agencies KW - Highway design KW - Intergovernmental partnerships KW - Lansing (Michigan) KW - Portland (Oregon) KW - Quality of life KW - Ratings KW - Shoreline (Washington) KW - Streets KW - Streetscape KW - Sustainable development UR - http://www.fhwa.dot.gov/publications/publicroads/11marapr/02.cfm UR - https://trid.trb.org/view/1102722 ER - TY - JOUR AN - 01350133 JO - Public Roads PB - Federal Highway Administration AU - Hecox, Doug TI - A Majestic Showcase PY - 2011/03 VL - 74 IS - 5 SP - pp 2-7 AB - This article describes the funding, design and construction of the Mike O’Callaghan-Pat Tillman Memorial Bridge, which straddles the boundary between Arizona and Nevada near the Hoover Dam. Towering nearly 900 ft (274 m) above the Colorado River, the bridge sits atop the world’s tallest precast concrete columns. Its central span -- at 1,060 ft (323 m) long -- is the Western Hemisphere’s longest single-span concrete arch. Although a narrow two-lane highway running across the dam’s crest connected Arizona and Nevada on either side of Black Canyon, this road was a major traffic chokepoint between Las Vegas and Phoenix by the 1980s. The plan to bypass the road has been under development since the late 1980s. Construction of the O’Callaghan-Tillman Bridge -- the largest span of the nine bridges used in the bypass -- began in early 2005. The project required overcoming immense logistic, environmental and weather challenges. Unlike other bridges, which are typically constructed from the ground up, the O’Callaghan-Tillman Bridge was built from the top down. Extensive cabling above the canyon transported materials from one side to the other while workers lowered key components of the bridge into place. The arch of the bridge is flexible and allows the weight of vehicles and the bridge itself to be borne by the canyon walls. The arch was constructed by pouring concrete in place into each of 26 sections, one after the other, until both legs of the arch met in the middle for a closure casting. Arizona and Nevada provided $140 million toward the project’s total cost, while the Federal Highway Administration provided an additional $100 million. The bridge was opened to traffic on October 19, 2010. KW - Arch bridges KW - Arizona KW - Bridge construction KW - Bridge design KW - Bridge engineering KW - Case studies KW - Financing KW - Highway bridges KW - Mike O'Callaghan-Pat Tillman Memorial Bridge KW - Nevada UR - http://www.fhwa.dot.gov/publications/publicroads/11marapr/01.cfm UR - https://trid.trb.org/view/1102721 ER - TY - RPRT AN - 01350107 AU - Cotton, Ben AU - Fine, Alisa AU - Poe, Carson AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Applications of Geographic Information Systems (GIS) for Livability: Case Studies of Select Transportation Agencies PY - 2011/03 SP - 46p AB - This report synthesizes the findings from four case studies that assess how select organizations (the City of Boulder, Colorado’s Transportation Division, the Center for Neighborhood Technology, the University of Oregon and the Oregon Transportation Research and Education Consortium, and the Southern California Association of Governments) are developing and applying GIS tools to support livability goals from a transportation point of view. The report identifies important trends and factors that encourage the use of these tools and provides examples of additional tools beyond those referenced in the case studies. Finally, it describes successes and challenges experienced in developing and utilizing the tools as well as factors that transportation organizations might consider as they engage in similar efforts. While livability can be conceptualized in different ways, this report uses the definition that the U.S. Environmental Protection Agency (EPA), U.S. Department of Housing and Urban Development (HUD), and the U. S. Department of Transportation (DOT) have promoted. According to the partnership, livability involves providing transportation and housing choices, economic competitiveness, quality of life, and enhancing the unique characteristics of communities and neighborhoods by investing in healthy, safe, and walkable neighborhoods. The livability principles of particular relevance to transportation, and thus examined most closely in this report, include promoting transportation choices and enhancing communities and neighborhoods. KW - Case studies KW - Communities KW - Geographic information systems KW - Mode choice KW - Neighborhoods KW - Quality of life UR - http://www.gis.fhwa.dot.gov/documents/Livability_Report_030811.pdf UR - https://trid.trb.org/view/1113104 ER - TY - RPRT AN - 01344042 AU - Rajagopal, Arudi AU - Infrastructure Management and Engineering, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Evaluation of Rubblization Projects in Ohio PY - 2011/03//Final Report SP - 79p AB - This study was initiated to systematically analyze the performance characteristics of Ohio Department of Transportation (ODOT) completed rubblization and roll (R/R) projects and to develop guidelines regarding improved specifications. The study was conducted in three parts, namely, (i) performance evaluation of Ohio’s R/R projects, (ii) overview of national perspective, and (iii) field demonstration of pavement breakers. The performance data obtained in terms of Pavement Condition Rating (PCR) were processed to objectively analyze the effectiveness of rubblization on the functional condition of the constructed pavements. The Falling Weight Deflectometer (FWD) data were collected and analyzed to compare the structural conditions of the R/R pavements. Data were collected from other state DOTs to register the performance of their R/R pavements and to learn of their experience with R/R projects. Finally, a 1-day field demonstration of rubblization was conducted to demonstrate the capabilities of pavement breakers operating in Ohio to rubblize under identical conditions. This task was of particular value to verify the compliance of pavement breakers with ODOT specification 320. The study led to the following primary conclusions: (1) R/R is an effective concrete and composite pavement rehabilitation technique. Results show an overall improvement in pavement performance. (2) The performance period of surface layer of R/R pavements is estimated to be 11.7 years. (3) The application of preventive maintenance (PM) treatment, depending on the type used in Ohio, extends the performance period of the constructed pavement, thereby implying consecutive application of PM treatments will result in R/R pavements achieving or exceeding a design life of 20 years. (4) Rubblization contributes to significant changes in structural condition; the process transforms the rigid concrete layer into a flexible base. (5) Lately, there are several variants of the Multi-Head Breaker (MHB). ODOT should change the equipment specification to allow other variants of MHBs. (6) There are no adequate data available to relate fragment size to performance. However, based on the data from the demonstration study, it is inferred that ODOT should change the fragment specification to allow up to 12” fragments. (7) ODOT’s quality control/quality assurance procedure requires digging a test pit at the beginning of the project to investigate the size and shape of fragments. This procedure is not consistently applied in all projects. ODOT would benefit by adopting a more stringent QC/QA procedure. (8) It is important to revise ODOT’s policy regarding the criteria for the selection of candidate projects for rubblization and validate the threshold value established. KW - Comminution KW - Composite pavements KW - Concrete pavements KW - Multi-head breakers KW - Ohio KW - Pavement breakers KW - Pavement performance KW - Preventive maintenance KW - Quality assurance KW - Quality control KW - Rehabilitation (Maintenance) KW - Service life KW - Specifications UR - http://worldcat.org/arcviewer/5/OHI/2011/08/15/H1313424105481/viewer/file1.pdf UR - https://trid.trb.org/view/1106483 ER - TY - RPRT AN - 01343473 AU - Nassiri, S AU - Vandenbossche, Julie M AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Establish Inputs for the New Rigid Component of the Mechanistic-Empirical Pavement Design Guide (MEPDG) PY - 2011/03//Final Report SP - 106p AB - Each design input in the Mechanistic-Empirical Design Guide (MEPDG) required for the design of Jointed Plain Concrete Pavements (JPCPs) is introduced and discussed in this report. Best values for Pennsylvania conditions were established and recommended for each input by considering: 1-typical values suggested in the Pennsylvania Department of Transportation (PennDOT) publications and databases, 2-reccommendations in the MEPDG documentations based on nationwide data, and 3- laboratory/field tests performed in different tasks over the duration of three years for this study. KW - Concrete pavements KW - Input data KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pennsylvania KW - Recommendations KW - Rigid pavements UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Establishing%20Appropriate%20Inputs%20MEPDG.pdf UR - https://trid.trb.org/view/1105473 ER - TY - RPRT AN - 01343115 AU - Federal Highway Administration TI - Domestic Scan of Work Zone Assessment, Data Collection and Performance Measurement Practices PY - 2011/03 SP - 2p AB - A 2010 Domestic Scan of best practices in work zone assessment, data collection, and performance measurement documented practices that are being employed to ensure safety and minimize congestion in work zones. The purpose of this brochure is to share information on practices found during the scan and provide the key findings, challenges, and recommendations from the scan. KW - Best practices KW - Brochures KW - Data collection KW - Performance measurement KW - Recommendations KW - Scanning study KW - Traffic congestion KW - United States KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://www.ops.fhwa.dot.gov/publications/fhwahop11021/index.htm UR - https://trid.trb.org/view/1104964 ER - TY - RPRT AN - 01343103 AU - Graham, J L AU - Richard, K R AU - O'Laughlin, M K AU - Harwood, D W AU - MRIGlobal AU - Federal Highway Administration TI - Safety Evaluation of the Safety Edge Treatment PY - 2011/03//Final Report SP - 100p AB - Between periods of maintenance, pavement-edge drop-offs can form along the edge of highways. When a driver runs off the roadway, such drop-offs can hinder reentry and may lead to driver overcorrection, loss of control, or overturning on the roadway or roadside. The safety edge is a treatment that is implemented in conjunction with pavement resurfacing and is intended to help minimize drop-off-related crashes. This report examines the safety effects, costs, and benefits of this low-cost treatment for two-lane and multilane rural highways. The safety research was conducted as an observational before-after evaluation of treated sites using the empirical Bayes method. The economic appraisal consisted of a benefit-cost analysis. The safety evaluation found that the safety edge treatment appears to have a small positive crash reduction effect. The best effectiveness measure for the safety edge treatment was a 5.7 percent reduction in total crashes on rural two-lane highways. However, this result was not statistically significant. The economic analysis showed that the treatment is very inexpensive and that its application is highly cost-effective for a broad range of conditions on two-lane highways. Inconsistent results were found for rural multilane highways due to a small data sample. KW - Before and after studies KW - Benefit cost analysis KW - Cost effectiveness KW - Dropoffs (Pavements) KW - Empirical Bayes method KW - Multilane highways KW - Ran off road crashes KW - Resurfacing KW - Rural highways KW - Safety edge (Pavement safety feature) KW - Safety evaluation KW - Two lane highways UR - http://www.fhwa.dot.gov/publications/research/safety/11024/11024.pdf UR - https://trid.trb.org/view/1104943 ER - TY - JOUR AN - 01342377 JO - Public Roads PB - Federal Highway Administration AU - Redmon, Tamara TI - Evaluating Pedestrian Safety Countermeasures PY - 2011/03 VL - 74 IS - 5 SP - pp 16-19 AB - Because crashes involving pedestrians tend to be sporadic events that do not occur at the exact same location, a one-size-fits-all approach to mitigating pedestrian safety problems is unrealistic. To help shed light on which countermeasures will be most effective at specific types of locations, the Federal Highway Administration (FHWA) initiated pilot projects in Las Vegas, NV, Miami, FL, and San Francisco, CA. The study looked at the effectiveness of various safety engineering and intelligent transportation systems-based countermeasures installed at target intersections in those cities. The main goal was to demonstrate how a city can improve safety by performing a detailed analysis of its pedestrian crash problem, identifying and evaluating high-crash locations, observing factors such as driver and pedestrian behavior, and deploying various countermeasures tailored to the site. Over the 6-year study, each city identified problem locations, selected and installed countermeasures, and evaluated the impact on pedestrian safety. Field teams consisting of city staff, university researchers, and other local partners in the three cities assessed the impacts of the countermeasures through self-evaluations. At the conclusion of the self-evaluations, FHWA completed a study that brings together the findings from the States’ evaluations and contains crosscutting analyses of those countermeasures deployed by more than one of the field teams. FHWA researchers looked at measures of effectiveness (MOEs) related to pedestrian and driver behavior. By comparing MOEs across the three cities’ sites, FHWA determined seven highly effective countermeasures: leading pedestrian intervals, pedestrian countdown signals, in-street pedestrian signs, activated flashing beacons, rectangular rapid flashing beacons, call buttons that confirm the press, and Danish offsets combined with high-visibility crosswalks, advance yield markings, and “Yield Here to Pedestrians” signs. Despite mixed results due to the wide range of real-world variables, the project demonstrated that implementing carefully planned and targeted countermeasures can help improve pedestrian safety. The study also generated guidance for selecting, installing, and educating the community on countermeasures. KW - Countermeasures KW - Evaluation and assessment KW - High risk locations KW - Intelligent transportation systems KW - Intersections KW - Las Vegas (Nevada) KW - Measures of effectiveness KW - Miami (Florida) KW - Pedestrian safety KW - Pedestrian signs KW - Pedestrian vehicle interface KW - Pedestrian-vehicle crashes KW - Safety engineering KW - San Francisco (California) KW - Traffic control devices KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/11marapr/03.cfm UR - https://trid.trb.org/view/1102723 ER - TY - RPRT AN - 01342272 AU - Hatami, Kianoosh AU - Miller, Gerald A AU - Esmaili, Danial AU - University of Oklahoma, Norman AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Use of MSE Technology to Stabilize Highway Embankments and Slopes in Oklahoma PY - 2011/03//Final Report SP - 77p AB - Departments of transportation across the U.S. are faced with the persistent problem of landslides and slope failures along roads and highways. Repairs and maintenance work associated with these failures cost these agencies millions of dollars annually. Over the past few decades, Mechanically Stabilized Earth (MSE) technology has been successfully used as a cost-effective solution for the construction and repair of slopes and retaining structures in transportation applications. Significant cost-savings in the re-construction and repair of highway slopes and embankments could be achieved by using locally available soils and reinforcing them with geosynthetics. However, locally available soils in many locations are of marginal quality and their shear strength and interaction with the geosynthetic reinforcement can be significantly dependent on their moisture content. As a result, the influence of soil moisture content and suction on the soil-reinforcement interaction needs to be properly accounted for in the design of reinforced soil slopes and embankments. Provisions related to the influence of soil suction on the shear strength of soil-reinforcement interfaces are currently lacking in the existing design guidelines for these structures. In this study, a moisture reduction factor was developed for the pullout resistance of a geotextile reinforcement material in an Oklahoma soil (termed here as Chickasha soil) that could be used for the design of reinforced soil structures with marginal soils. KW - Embankments KW - Geosynthetics KW - Geotextiles KW - Mechanically stabilized earth KW - Oklahoma KW - Reinforced soils KW - Slope stability KW - Slopes KW - Soil structure KW - Soil water UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/rad_spr2-i2214-fy2010-rpt-final-hatami.pdf UR - https://trid.trb.org/view/1104162 ER - TY - SER AN - 01342247 JO - Technote PB - Federal Highway Administration AU - Graybeal, Ben AU - Federal Highway Administration TI - Ultra-High Performance Concrete PY - 2011/03 SP - 8p AB - Advances in the science of concrete materials have led to the development of a new class of cementitious composites, namely ultra-high performance concrete (UHPC). The mechanical and durability properties of UHPC make it an ideal candidate for use in developing new solutions to pressing concerns about highway infrastructure deterioration, repair, and replacement. Since 2000, when UHPC became commercially available in the United States, a series of research projects has demonstrated the capabilities of the material. Three State transportation departments have deployed UHPC components within their infrastructure, and many more are actively considering the use of UHPC. This TechNote provides an introduction to UHPC and discusses practical considerations associated with it. KW - Durability KW - Highway maintenance KW - Highways KW - infrastructure projects KW - Mechanical properties KW - Ultra high performance concrete UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/11038/11038.pdf UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/11038/index.cfm UR - https://trid.trb.org/view/1104239 ER - TY - RPRT AN - 01342231 AU - Henault, John W AU - Connecticut Department of Transportation AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Enhancements to ConnDOT's Pavement Friction Testing Program PY - 2011/03//Final Report SP - 89p AB - This report documents the work performed and results obtained for research conducted to enhance ConnDOT's pavement friction testing program. The program was enhanced with the purchase in 2005 of a new Dynatest 1295 Pavement Friction Tester. Upgrades from the previous tester included the addition of a high-speed laser to measure pavement macrotexture, and a global positioning system to track coordinates. A Circular Texture Meter was purchased in 2006 to compare to the high-speed laser. In 2007, the new friction tester was upgraded to a dual-sided system, enabling testing in either wheelpath. Speed gradients for various ConnDOT pavement surfaces were determined, the macrotexture of asphalt pavement designs used in Connecticut were characterized, the use of the International Friction Index was evaluated, and the effects of roadway geometry on friction measurements were studied. Deliverables include new and upgraded equipment, recommendations, tentative guidelines for evaluating friction at high wet accident sites in Connecticut, a procedure for handling friction test requests, and a draft policy statement. KW - Connecticut KW - Connecticut Department of Transportation KW - Friction tests KW - Pavements KW - Surface course (Pavements) UR - http://www.ct.gov/dot/LIB/dot/documents/dresearch/CT-2243-F-10-4.pdf UR - https://trid.trb.org/view/1104321 ER - TY - JOUR AN - 01342100 JO - Public Roads PB - Federal Highway Administration AU - Struve, Brooke AU - Breen, Tim TI - Prizing Excellence PY - 2011/03 VL - 74 IS - 5 SP - pp 28-37 AB - The Federal Highway Administration presents its Excellence in Highway Design Biennial Awards to recognize the efforts of State departments of transportation (DOTs) in addressing problems such as highway safety, congestion, funding scarcity, and environmental impacts through innovative highway design. A panel of 11 judges -- 9 from private engineering firms and 2 from State DOTs -- select the winners. This article highlights the 2010 award winners for projects in ten broad categories: Wisconsin DOT for urban highways (freeways and expressways); New York State DOT for urban highways (surface streets); California DOT for rural highways (freeways); Minnesota DOT for rural highways (highways); Minnesota DOT for structures costing $10 million or more; Utah DOT for structures costing less than $10 million; California DOT for intermodal transportation facilities; California DOT for traveler services; New York State DOT for project management; and Minnesota DOT for program and project development. Project owners are encouraged to submit their nominations online for the 2012 awards. KW - Awards KW - California Department of Transportation KW - Freeways KW - Highway bridges KW - Highway design KW - Intermodal facilities KW - Minnesota Department of Transportation KW - New York State Department of Transportation KW - Project management KW - Rural highways KW - State departments of transportation KW - Streets KW - Traveler information and communication systems KW - U.S. Federal Highway Administration KW - Urban highways KW - Utah Department of Transportation KW - Wisconsin Department of Transportation UR - http://www.fhwa.dot.gov/publications/publicroads/11marapr/05.cfm UR - https://trid.trb.org/view/1102725 ER - TY - JOUR AN - 01342076 JO - Public Roads PB - Federal Highway Administration AU - Wilson, Linda TI - From “Carmageddon” to Complete Success PY - 2011/03 VL - 74 IS - 5 SP - pp 20-27 AB - After 70 years of service, a 10-mi. section of the oldest highway in St. Louis was found to be deteriorated and needed to be replaced. The Interstate–64 (I-64) project involved complete reconstruction of 13 interchanges (including a freeway-to-freeway connection with I–170), 8 major overpasses or other bridges, and removal and replacement of some mainline pavement. The project required closing five miles of the highway for one year during construction. Limited funds, restricted space, and the need to complete the project quickly to reduce the impact on the traveling public complicated the situation. This article describes how innovative design-build contracting, regional partnerships, and award-winning public outreach helped the Missouri Department of Transportation complete the project ahead of schedule, $11 million under budget, and with a public satisfaction rating of 95%. KW - Case studies KW - Construction projects KW - Contracting KW - Design build KW - Interstate highways KW - Missouri Department of Transportation KW - Partnerships KW - Project management KW - Public relations KW - Reconstruction KW - Saint Louis (Missouri) KW - Street closure UR - http://www.fhwa.dot.gov/publications/publicroads/11marapr/04.cfm UR - https://trid.trb.org/view/1102724 ER - TY - RPRT AN - 01341967 AU - Margiotta, Richard AU - Snyder, Dena AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - An Agency Guide on How to Establish Localized Congestion Mitigation Programs PY - 2011/03//Final Report SP - 63p AB - This document provides guidance to state and local transportation personnel who wish to develop a formal program for mitigating congestion using localized and low-cost bottleneck treatments. It presents several templates for developing a localized congestion mitigation program, including documenting alternative templates in use by state Departments of Transportation and Metropolitan Planning Organizations. FHWA’s Localized Bottleneck Reduction Initiative (LBR) program has researched over the last five years the causes, impacts, and mitigations available to combat localized recurring congestion; that is, congestion that is primarily “point specific” as to cause, location, duration, and repetitiveness. This guidance document is intended to aid agencies in establishing either ad-hoc or annualized programs that address localized congestion, much in the same way that an annualized safety-spot program would address localized safety issues. The main questions that this guidance helps an agency frame are: 1. Do we have a satisfactory agency methodology to specifically address localized congestion problems? 2. Within that program, do we have satisfactory justifications for project candidacy, selection, and solutions for said problems? 3. Are we executing these projects in a timely fashion and within budgets that are representative of the context of a “Localized Bottleneck Reduction” program? KW - Bottlenecks KW - Guidelines KW - Handbooks KW - Local government KW - Metropolitan planning organizations KW - State departments of transportation KW - Templates KW - Traffic congestion KW - Traffic mitigation UR - http://www.ops.fhwa.dot.gov/publications/fhwahop11009/fhwahop11009.pdf UR - https://trid.trb.org/view/1104316 ER - TY - RPRT AN - 01341962 AU - Yen, Wen-Huei Phillip AU - Chen, Genda AU - Buckle, Ian AU - Allen, Tony AU - Alzamora, Daniel AU - Ger, Jeffrey AU - Arias, Juan G AU - Federal Highway Administration AU - Missouri University of Science and Technology, Rolla AU - University of Nevada, Reno AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Post-Earthquake Reconnaissance Report on Transportation Infrastructure: Impact of the February 27, 2010, Offshore Maule Earthquake in Chile PY - 2011/03//Final Report SP - 218p AB - This report documents the findings and lessons learned from the February 27, 2010, M8.8 offshore Maule earthquake in Chile. Fewer than 0.15 percent of the bridges in Chile’s inventory, most built after 1995, collapsed or suffered damage that rendered them useless. Many spans of precast prestressed discontinuous girder bridges with continuous decks fell off their supports, probably due to significant in-plane rotation of the superstructure as a result of severe shaking. Lateral steel stoppers used to provide both vertical and lateral restraints on girders were largely unsuccessful due to their inadequate connection detail to cap beams and abutments. Reinforced concrete shear keys performed well as fuses limiting the transfer of excessive seismic loads from the superstructure to the foundation of bridges even though they could be optimized for maximum energy dissipation as part of the lateral restraint system at the bottom flange of girders. Vertical seismic bars were widely used to restrain the vertical motion of decks, and they also performed well. Bridge substructures (foundation, column, and cap beam) generally behaved satisfactorily except for two columns that suffered shear failure due to ground settlement and lateral spreading. All mechanically stabilized earth walls exceeded the expected performance. KW - Bridge substructures KW - Bridge superstructures KW - Damage (Bridges) KW - Earth walls KW - Earthquake resistant design KW - Girder bridges KW - Maule Earthquake (Chile), February 27, 2010 KW - Mechanically stabilized earth KW - Retaining walls KW - Shear keys KW - Structural connection UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/11030/11030.pdf UR - https://trid.trb.org/view/1104350 ER - TY - RPRT AN - 01341961 AU - Garvin, Michael AU - Molenaar, Keith AU - Navarro, Desiderio AU - Proctor, Gordon 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 - Key Performance Indicators in Public-Private Partnerships: A State-of-the-Practice Report PY - 2011/03 SP - 124p AB - This report provides a state-of-the-practice description of domestic and international practices for key performance indicators (KPIs) in public-private partnerships (PPPs). The report is based on a comprehensive literature review and eight case studies from Australia, British Columbia, the United Kingdom, and the United States. The concept for this report came from an implementation strategy in "Public-Private Partnerships for Highway Infrastructure: Capitalizing on International Experience," as well as "Linking Transportation Performance and Accountability" and "Construction Management Practices in Canada and Europe." The report identifies how government-developed performance measures reflecting societal goals such as congestion management or environmental impact are translated through KPIs and included in project documents for designing, constructing, operating, and maintaining transportation facilities. The report shows that it is possible to align projects with these higher goals. The findings are applicable to agencies that wish to align overarching organizational and societal performance measures through KPIs not only to PPP projects, but also to conventionally bid projects. KW - Asset management KW - Australia KW - British Columbia KW - Case studies KW - Construction and maintenance KW - Design KW - Infrastructure KW - Literature reviews KW - Operations KW - Performance indicators KW - Performance measurement KW - Public private partnerships KW - State of the practice KW - Transportation, hydraulic and utility facilities KW - United Kingdom KW - United States UR - http://international.fhwa.dot.gov/pubs/pl10029/pl10029.pdf UR - https://trid.trb.org/view/1104304 ER - TY - RPRT AN - 01341904 AU - Carlson, Paul J AU - Pike, Adam M AU - Miles, Jeffrey D AU - Ullman, Brooke R AU - Stevens, Roma AU - Borchardt, Darrell W AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Traffic Control Devices, Year 2 PY - 2011/03//Technical Report SP - 114p AB - This project was established to provide a means of conducting small-scale research activities on an as-needed basis so that the results could be available within months of starting the specific research. This report summarizes the research activities that were conducted between September 2009 and August 2010. There were five primary activities and five secondary activities. The five primary activities were: studying the impact of using high brightness retroreflective sign sheeting in rural areas, synthesizing the technologies available to potentially automate no-passing zone markings, providing hurricane evacuation support for the Corpus Christi District, monitoring lead-free thermoplastic pavement marking test decks, and demonstrating daytime and nighttime operations of traffic signs supplemented with light emitting diodes. In addition, the researchers also provided support for specification revisions, performed prototype traffic control device evaluations, provided technical support for the Traffic Operations Division, and initiated a study on contrast pavement markings. KW - Contrast KW - Evacuation KW - Evaluation and assessment KW - Hurricanes KW - Light emitting diodes KW - No passing zones KW - Prototypes KW - Retroreflectivity KW - Road markings KW - Sign sheeting KW - Specifications KW - Thermoplastic materials KW - Traffic control devices KW - Traffic signs UR - http://tti.tamu.edu/documents/9-1001-1.pdf UR - http://ntl.bts.gov/lib/38000/38100/38150/9-1001-1.pdf UR - https://trid.trb.org/view/1104229 ER - TY - RPRT AN - 01341902 AU - Carlson, Paul AU - Miles, Jeff AU - Texas Transportation Institute AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - Nighttime Visibility of In-Service Pavement Markings, Pavement Markers, and Guardrail Delineation in Alaska (with and without Continuous Lighting) PY - 2011/03//Final Report SP - 32p AB - This research determined the visibility of in-service pavement markings along lighted and unlighted highway sections, and compared visibility of in-service pavement markings to the Federal Highway Administration (FHWA) proposed minimum retroreflectivity levels for the Alaska Department of Transportation and Public Facilities. In order to measure the visibility, researchers measured nighttime luminance in the field using a customized piece of data collection equipment consisting of an industrial quality hand truck, a regulated switching power supply, a global positioning system receiver, a light source, a laptop computer, and a charged couple device photometer. Researchers found that all of the pavement markings tested in this study would be in compliance with the FHWA proposal. Continuous roadway lighting provided better visibility of pavement markings at longer distances than unlit highways. Along dark rural highways, the visibility of the raised retroreflective pavement markers and guardrail delineation tabs were greater than the pavement markings. All data collected in this project were under dry weather conditions. KW - Alaska KW - Guardrails KW - Highway delineators KW - Night visibility KW - Raised road markings KW - Retroreflectivity KW - Road markings KW - Rural highways KW - Street lighting UR - http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_ak_rd_11_04.pdf UR - https://trid.trb.org/view/1104177 ER - TY - RPRT AN - 01341901 AU - Hunt, Victor J AU - Helmicki, Arthur J AU - Swanson, James A AU - Nair, Dinek AU - Ramani, Sathyanarayana AU - Zambre, Nirupama AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Development of Degradation Rates for Various Bridge Types in the State of Ohio PY - 2011/03//Final Report SP - 81p AB - The Ohio Department of Transportation (ODOT) maintains a Bridge Management System (BMS) which is responsible for collecting and maintaining historical and longitudinal data by year for all the bridges in Ohio. The BMS aids ODOT in tracking, design, planning maintenance requests on bridges and funds allocation for maintenance. This project applied statistical analysis and modeling of the BMS data to provide insights to the rate of degradation and maintenance requirement of bridges under different environmental, location and other factors. Age resetting algorithms and Markov models were utilized in order to develop Operational Performance Indices (OPIs) forecasting for General Appraisal (GA), Wearing Surface (WS), Floor Condition (FC), and Protective Coating Systems (PCS). The results were validated against the actual values and the results were very positive. An understanding of the behavior of the existing bridges under the effect of different conditions and their future performance is essential for the BMS. Reliable bridge prediction and performance models facilitate inspection scheduling, cost analysis and budget optimization. KW - Algorithms KW - Bridge decks KW - Bridge management systems KW - Budgeting KW - Cost analysis KW - Deterioration by environmental action KW - Inspection KW - Maintenance management KW - Markov chains KW - Mathematical models KW - Ohio KW - Protective coating KW - Scheduling KW - Statistical analysis KW - Structural deterioration and defects UR - http://worldcat.org/oclc/739668228/viewonline UR - https://trid.trb.org/view/1104129 ER - TY - RPRT AN - 01341869 AU - Pava, Juan D AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Performance Monitoring of Mechanistically-Designed Pavements: 2010 Data Collection PY - 2011/03//Interim Report SP - 332p AB - In order to verify its mechanistic pavement design procedures and review and update the life-cycle cost models used in the pavement selection process, the Illinois Department of Transportation (IDOT) conducted pavement performance monitoring. IDOT’s Bureau of Materials and Physical Research (BMPR) initially conducted performance monitoring on mechanistically-designed pavement contracts in the 1990s. In 2000, this effort was halted as BMPR experienced staffing shortages. BMPR resumed monitoring the performance of mechanistically-designed pavements in 2010. Pavement performance monitoring involves tracking distresses as they occur over time, and identifying the maintenance and rehabilitation activities that are performed on the contract. A total of 105 contracts were monitored: 55 full-depth hot-mix asphalt (HMA) pavements, 24 jointed plain concrete pavements (JPCP), and 26 continuously reinforced concrete pavements (CRCP). Contracts were broken into sections depending on the number of lanes on the project and the number of different cross-sectional elements (i.e. thickness, joint spacing, etc.). Distress data, weighted average rut depth, weighted average ride quality, and weighted average traffic values are provided for each section. Historical patching quantities are also presented. Also, graphs of patching quantities and overlays are presented as a function of age for full-depth HMA pavements, JPCP, and CRCP. KW - Average daily traffic KW - Concrete pavements KW - Continuously reinforced concrete pavements KW - Data collection KW - Full-depth asphalt pavements KW - Illinois KW - Jointed plain concrete pavements KW - Mechanistic design KW - Overlays (Pavements) KW - Patching KW - Pavement design KW - Pavement distress KW - Pavement performance KW - Ride quality KW - Rut depth KW - Rutting UR - http://www.dot.state.il.us/materials/research/pdf/prr159.pdf UR - https://trid.trb.org/view/1104011 ER - TY - RPRT AN - 01341256 AU - Jones, Jeffrey C AU - Knopp, Martin C AU - Fitzpatrick, Kay AU - Doctor, Mark A AU - Howard, Charles E AU - Laragan, Gregory M AU - Rosenow, James A AU - Struve, Brooke A AU - Thrasher, Barton A AU - Young, Elizabeth G 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 - Freeway Geometric Design for Active Traffic Management in Europe PY - 2011/03 SP - 96p AB - Continued growth in travel on congested urban freeway corridors exceeds the ability of agencies to provide sufficient solutions and alternatives based on traditional roadway expansion and improvement projects. Several countries are implementing managed motorway concepts to improve motorway capacity without acquiring more land and building large-scale infrastructure projects. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of England, Germany, the Netherlands, and Spain to examine the use of innovative geometric design practices and techniques to improve the operational performance of congested freeway facilities without compromising safety. Managed motorways are a combination of active or dynamically managed operational regimes, specific designs of infrastructure, and technology solutions. The concept uses a range of traffic management measures to actively monitor the motorway and dynamically control speeds, add capacity, and inform road users of conditions on the network with the objective to optimize traffic and safety performance. Examples include shoulder running, variable mandatory speed limits, lane control signals, and driver information using variable message signs. Managed motorways increase journey reliability and throughput of a motorway by speed management and increase capacity by shoulder running. KW - Active traffic management KW - Driver information systems KW - England KW - Europe KW - Freeway management systems KW - Freeway operations KW - Freeways KW - Geometric design KW - Germany KW - Highway capacity KW - Highway traffic control KW - Lane control KW - Netherlands KW - Road shoulders KW - Spain KW - Speed management KW - Study tours KW - Traffic congestion KW - Urban areas KW - Variable message signs KW - Variable speed limits UR - http://international.fhwa.dot.gov/pubs/pl11004/pl11004.pdf UR - http://ntl.bts.gov/lib/42000/42200/42241/FHWA-PL-11-004.pdf UR - https://trid.trb.org/view/1103170 ER - TY - SER AN - 01341254 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Medina, Juan C AU - Benekohal, Rahim F AU - Hajbabaie, Ali AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Sensys Wireless Vehicle Detection System: Results from Adverse Weather Conditions PY - 2011/03 IS - 11-081 SP - 33p AB - The performance of the Sensys wireless vehicle detection system was evaluated under adverse weather conditions (winter and rain) at a signalized intersection and in close proximity to the railroad tracks at a grade crossing. At the intersection stop bar zones, the overall frequency of false calls due to vehicles in the adjacent lanes ranged from 7.7% to 15.4% per lane in the winter data and between 2.6% and 6.2% in the rain data. In addition, the frequency of multiple activations due to a single vehicle (flickering false calls) ranged from 4.2% to 7.2% in the winter data and from 5% to 7.7% in the rain data. There were only seven stuck-on calls, two missed calls, and no dropped calls. At the intersection advance zones, frequency of missed vehicles traveling between the lanes ranged between 0.4% and 5.4% in the winter condition, and between 0.8% and 9.7% in the rain condition. A low percentage of vehicles traveling inside the marked lane (0%-1.2% per lane) were missed. False calls ranged on average from 1% to 4%. No stuck-on calls or dropped calls were found at the advance zones. At the railroad grade crossing, the trains generated multiple activations in the Sensys detectors as they passed the crossing. After they departed, the sensors terminated the activations except in a few cases, where the calls remained stuck-on for periods of time. In addition, false calls were the most common type of detection error, which represented 56% to 60% of the total number of calls in the left-turn lane, and 13% to 14% in the through lane. Most of the false calls in the left-turn lane were caused by vehicles traveling in the opposing direction. KW - Magnetometer detectors KW - Railroad grade crossings KW - Rain KW - Signalized intersections KW - Snow KW - Vehicle detectors KW - Weather conditions KW - Winter KW - Wireless traffic sensors UR - https://www.ideals.illinois.edu/bitstream/handle/2142/45842/FHWA-ICT-11-081.pdf?sequence=2 UR - https://trid.trb.org/view/1103171 ER - TY - RPRT AN - 01340902 AU - Long, Suzanna AU - Qin, Ruwen AU - Gosavi, Abhijit AU - Wu, C H AU - Ryan, Tom AU - Noll, Casey AU - Missouri University of Science and Technology, Rolla AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Life Expectancy Evaluation and Development of a Replacement Schedule for LED Traffic Signals PY - 2011/03//Final Report SP - 75p AB - This research details a field study of light-emitting diode (LED) traffic signals in Missouri and develops a replacement schedule based on key findings. Rates of degradation were statistically analyzed using Analysis of Variance (ANOVA). Results of this research will provide a methodology for engineering managers in state departments of transportation and local communities in identifying best practices and replacement standards for LED traffic signal technology. KW - Best practices KW - Field studies KW - Light emitting diodes KW - Maintenance practices KW - Missouri KW - Parts of traffic signals KW - Replacement KW - Service life KW - Traffic signal hardware UR - http://library.modot.mo.gov/RDT/reports/TRyy1001/or11015.pdf UR - http://ntl.bts.gov/lib/38000/38000/38000/or11015.pdf UR - https://trid.trb.org/view/1102879 ER - TY - RPRT AN - 01340831 AU - Sebesta, Stephen AU - Scullion, Tom AU - Estakhri, Cindy AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Field and Laboratory Investigations for Full Depth Reclamation Projects PY - 2011/03//Technical Report SP - 106p AB - Full-depth reclamation (FDR) offers a timely, cost-effective solution to restore a pavement’s condition. However, FDR represents only one technique in the engineer’s toolkit available for addressing deteriorating pavement conditions. The purpose of this project is to provide guidance on determining whether a pavement is a candidate for FDR and, if so, what design, construction, and inspection processes will maximize the performance of the completed reclamation. This report presents initial recommendations for selecting a candidate FDR project and developing design options (including field sampling and lab design protocols). Along with a literature review, these recommendations are illustrated by application on several projects in the Texas Department of Transportation's Austin and Dallas Districts. KW - Decision making KW - Field tests KW - Full-depth reclamation KW - Guidelines KW - Laboratory tests KW - Pavement design KW - Pavement maintenance UR - http://tti.tamu.edu/documents/0-6271-1.pdf UR - http://ntl.bts.gov/lib/37000/37900/37923/0-6271-1.pdf UR - https://trid.trb.org/view/1102781 ER - TY - SER AN - 01340828 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Ansari, Farhad AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Field Implementation and Evaluation of the Simple Cost-Effective Scour Sensor PY - 2011/03 IS - 11-080 SP - 35p AB - Bridge scour, the erosion of stream bed materials around the bridge foundation, endangers many of the bridges that cross over water. Over the years, a number of scour sensors have been developed to determine the extent of scour, especially following major floods. Many of these systems are either too complicated, expensive, or not efficient. However, it is important to ascertain the safety of bridges after major floods in an expeditious manner. Therefore, in a previous Illinois Center for Transportation (ICT) study (R27-35), researchers developed a simple and highly accurate scour sensor. That initial study encompassed laboratory proof of concept tests and small scale field trials. The objective of the research outlined in this report is to implement the scour sensor in a multi-span scour critical bridge. The scope of the project included selection of the bridge; design and fabrication of the field sensors; installation of the sensors, interrogation unit, multiplexer, and remote computer for real time data acquisition; installation of a wireless internet system for remote desktop monitoring of scour; development of software for automated calibration and user-friendly remote data acquisition; and archiving of scour history for the bridge. This report includes background information about scour in bridges and existing scour monitoring technologies. Additionally, a short summary of ICT’s earlier study to develop and experiment with the simple scour sensor concept is provided for the sake of continuity. The primary sections of the report encompass the implementation of the new scour sensing technology in a multi-span bridge in northern Illinois. This work introduces a simple concept with the potential to provide means for rapid and widespread installation of scour sensors in scour critical bridges. KW - Bridge foundations KW - Field tests KW - Illinois KW - Monitoring KW - Remote sensing KW - Scour KW - Sensors UR - http://hdl.handle.net/2142/45845 UR - https://trid.trb.org/view/1102847 ER - TY - RPRT AN - 01340820 AU - Morgan, Curtis AU - Warner, Jeffery AU - Huang, Jun (Jade) AU - Barkley, Rebecca AU - Loftus-Otway, Lisa AU - Hutson, Nathan AU - Ross, Alejandra Cruz AU - Niven, Rachel AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Abandoned Rail Corridors in Texas: A Policy and Infrastructure Evaluation PY - 2011/03//Technical Report SP - 280p AB - The use of existing and abandoned railroad rights-of-way has been a proven method of acquiring linear corridors for the construction of roadways since the formation of the Texas Highway Department. Either paralleling existing rail lines or re-using corridors first used by railroad companies exhibited tremendous wisdom since the railroads had dictated development patterns throughout the state in the half-century prior to the road building era. The long period of railroad system consolidation since the end of World War II has resulted in the loss of many abandoned rail corridors that could now be extremely valuable if put to use either as new transportation corridors (roadway, transit, etc.) or multiuse recreational trails (hiking, biking, skating, etc.). This project evaluated the current Texas Administrative Code statutes governing the Texas Department of Transportation acquisition and use of abandoned rail corridors, suggested changes to these existing statutes, characterized the abandoned rail lines in the state, and identified potential uses of existing and prospective abandoned corridors in Texas. KW - Abandonment KW - Corridor preservation KW - Highway planning KW - Policy KW - Property acquisition KW - Railroad corridors KW - Right of way (Land) KW - State laws KW - Texas KW - Trails UR - http://tti.tamu.edu/documents/0-6268-1.pdf UR - http://ntl.bts.gov/lib/37000/37900/37924/0-6268-1.pdf UR - https://trid.trb.org/view/1102782 ER - TY - RPRT AN - 01340436 AU - Taylor, Peter AU - Tikalsky, Paul AU - Hanson, Shannon AU - Ghosh, Pratanu AU - Iowa State University, Ames AU - Federal Highway Administration TI - Development of Performance Properties of Ternary Mixtures: Laboratory Study on Concrete PY - 2011/03//Final Report SP - 228p AB - This research project is a comprehensive study of how supplementary cementitious materials (SCMs) can be used to improve the performance of concrete mixtures. This report summarizes the findings of the Laboratory Study on Concrete phase of this work. The earlier “paste and mortar phase” of this work considered several sources of each type of SCM (fly ash, slag, and silica fume) so that the material variability issues could be addressed. Several different sources of portland cement and blended cement were also used in the experimental program. This phase of the research used an experimental matrix of 48 different mortar and concrete mixtures, which were identified in the earlier work as potential ternary mixtures that could benefit department of transportation (DOT) goals for long-lasting transportation bridges and pavements. This report contains test results from durability testing on mortar and concrete containing ternary cementitious materials and standard coarse and fine aggregates. Limited testing was also conducted on select mixtures for performance in hot and cold climates, to determine the potential to design ternary mixtures in adverse conditions. KW - Admixtures KW - Concrete KW - Fly ash KW - Laboratory studies KW - Portland cement KW - Silica fume KW - Slag KW - Supplementary cementing materials KW - Ternary cements UR - http://www.intrans.iastate.edu/reports/ternary_mixtures_lab_study_w_cvr.pdf UR - https://trid.trb.org/view/1101041 ER - TY - RPRT AN - 01339676 AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - MASH Test 3-11 on the Texas T101 Bridge Rail PY - 2011/03//Test Report SP - 90p AB - The Texas T101 bridge rail is widely used in the state of Texas. Previous testing demonstrated its ability to contain and redirect passenger cars and a 20,000-lb school bus. Based on this testing, the Federal Highway Administration accepted the T101 bridge rail as an NCHRP Report 350 TL-3 barrier. However, its impact performance with pickup trucks was never evaluated. Under research project 0-5526, Impact Performance of Roadside Safety Appurtenances, researchers conducted a performance assessment of Texas roadside safety devices to help evaluate the impact of adopting the new AASHTO Manual for Assessing Safety Hardware (MASH) guidelines on current hardware. Testing and evaluation of the T101 bridge rail was recommended as a high priority. This recommendation was based primarily on the absence of pickup truck testing on the system, and concerns that the 27-inch rail height may not be compatible with pickup trucks and SUVs under design impact conditions. The T101 bridge rail did not meet MASH evaluation criteria for test 3-11. The vehicle overturned after losing contact with the barrier. If continued use of the T101 bridge rail is desired, it is recommended that an in-service performance evaluation be conducted. Alternatively, a new barrier system that satisfies the same key design criteria as the T101 bridge rail can be developed and tested under future research. KW - AASHTO Manual for Assessing Safety Hardware KW - Bridge railings KW - Height KW - Impact tests KW - Pickup trucks KW - Sport utility vehicles KW - Texas UR - http://tti.tamu.edu/documents/9-1002-1.pdf UR - https://trid.trb.org/view/1102396 ER - TY - RPRT AN - 01339674 AU - Goodin, Ginger AU - Burris, Mark AU - Lomax, Timothy AU - Geiselbrecht, Tina AU - Brydia, Robert AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Operational Performance Management of Priced Facilities PY - 2011/03//Technical Report SP - 98p AB - The Texas Department of Transportation and its agency partners have implemented various forms of lane management and pricing over the past three decades, including HOV lanes, managed lanes, and toll roads. As more of these complex transportation facilities are planned and constructed throughout the state, there is a need to understand how these facilities may operate over time. Ideally, the long-term operations should be based on metrics that are agreed upon in advance. By defining what metrics can most effectively measure the performance of a facility and outlining what thresholds trigger a change in operation, policy-makers and the public can anticipate and appreciate how a facility’s operation may change over time. This understanding allows the facility operators to focus on the tasks of efficiently operating a smooth transportation network rather than focusing on how to get the necessary changes made in a timely manner. This study provides a framework in which operating decisions for priced facilities can be made and can guide the changes in operational strategies for a facility over time. The research process was initiated with a literature review and targeted interviews of toll and managed lane operators to assess the state of the practice in performance measurement for pricing and other operational changes. The research team then developed guiding principles for identification, selection, and communication of performance measures and targets. A conceptual framework was formulated and data collection infrastructure needs were also documented. The conceptual framework was then developed into a more detailed version in a web-based format. This report documents the research findings and results and provides guidance on the use of the web-based framework tool. In addition, several outreach products were developed under this study to assist agencies in communication of performance management principles for proactive management of priced facilities. KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - Highway operations KW - Managed lanes KW - Metrics (Quantitative assessment) KW - Performance measurement KW - Road pricing KW - State of the practice KW - Strategic planning KW - Toll roads UR - http://tti.tamu.edu/documents/0-6396-1.pdf UR - https://trid.trb.org/view/1102390 ER - TY - RPRT AN - 01339670 AU - Bligh, Roger P AU - Abu-Odeh, Akram Y AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - MASH Test 3-10 on 31-Inch W-Beam Guardrail with Standard Offset Blocks PY - 2011/03//Technical Report SP - 76p AB - The Texas Department of Transportation (TxDOT) initiated a review of their guardrail standards based on the outcome of recent crash test results and a Federal Highway Administration technical memorandum pertaining to guardrail height. TxDOT expressed interest in the use of a generic 31-inch tall guardrail to provide enhanced containment capacity for light trucks. However, some concerns were expressed regarding the increased size of the blockout used in the Midwest Guardrail System (MGS). Consequently, TxDOT requested an evaluation of a 31-inch tall guardrail system that incorporates conventional 8-inch deep offset blocks. The test reported herein corresponds to American Association of State Highway and Transportation Officials (AASHTO) Manual for Assessing Safety Hardware (MASH) test 3-10. This is primarily a severity test that assesses risk of injury to the vehicle occupants. This test was considered to be the more critical of the two tests due to the potential for increased vehicle-post interaction resulting from decreasing the depth of the offset blocks from 12 in. to 8 in. The 31-inch W-beam guardrail with standard offset blocks met all required MASH performance criteria for test 3-10. KW - AASHTO Manual for Assessing Safety Hardware KW - Design KW - Guardrails KW - Height KW - Impact tests KW - Injury risk prediction KW - W beams UR - http://tti.tamu.edu/documents/9-1002-4.pdf UR - https://trid.trb.org/view/1102389 ER - TY - RPRT AN - 01339668 AU - Williams, William F AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - MASH Test 3-11 of the TxDOT Single Slope Bridge Rail (Type SSTR) on Pan-Formed Bridge Deck PY - 2011/03//Test Report SP - 64p AB - The objective of this crash test was to determine whether the Texas Department of Transportation (TxDOT) Single Slope Traffic Rail (Type SSTR) would perform acceptably on a pan-formed deck when tested according to the guidelines set forth in the AASHTO Manual for Assessing Safety Hardware (MASH). The crash test performed was MASH test 3-11 involving a 2270P vehicle (5000-lb pickup truck) impacting the critical impact point (CIP) of the bridge rail at an impact speed and angle of 62 mi/h and 25 degrees, respectively. This report presents the details of the TxDOT Type SSTR on pan-formed bridge deck, description of the crash test performed, an assessment of the test results, and the implementation plan. The TxDOT Type SSTR bridge rail on pan-formed deck performed acceptably for MASH test 3-11. KW - AASHTO Manual for Assessing Safety Hardware KW - Bridge decks KW - Bridge railings KW - Impact angle KW - Impact speed KW - Impact tests KW - Pickup trucks KW - Texas UR - http://tti.tamu.edu/documents/9-1002-3.pdf UR - https://trid.trb.org/view/1102397 ER - TY - RPRT AN - 01339093 AU - Kreminski, Rick AU - Hirsch, Arthur H AU - Boand, Jane AU - Colorado State University, Pueblo AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Assessment of Colorado Department of Transportation Rest Areas for Sustainability Improvements and Highway Corridors and Facilities for Alternative Energy Source Use PY - 2011/03//Final Report SP - 198p AB - The research project focused on two sustainability based elements associated with the Colorado Department of Transportation (CDOT) maintenance operations, namely rest areas and right-of-way (ROW) utilization. For the first element, a sustainability assessment was performed on selected rest areas in the areas of sustainable design and operations. Assessment criteria and scoring criteria developed by the Colorado State University-Pueblo Team focused on the following areas: existing site conditions, materials recycling and reuse, existing environment, air quality, water quality/usage, energy, and public/motorist/trucking outreach and services. Rest area carbon footprints were calculated and carbon reduction strategies developed primarily for long term idling trucks. Cost-effective sustainable recommendations were provided that focused on efficient use and consumption of natural resources. A second element of the study evaluated the potential use of CDOT ROW for alternative energy applications, including solar, wind, biomass, geothermal, and hydropower sources. Total potential for energy production was calculated for CDOT Regions. Cost-effective strategies were developed and identified to CDOT Highway Maintenance Managers to reduce rest area operational costs while conserving finite natural resources. Initial cost analysis indicates that reduced operational costs can be realized by implementing water conservation practices (waterless urinals, water harvesting, irrigation, energy conservation and alternative energy practices, and re-use and recycling of solid waste and landscaping transition toward xeriscape practices). Project steps for the second element of the study, evaluation of CDOT ROW for alternative energy applications, included researching and preparing geographic information system (GIS)-based mapping of alternative energy resources in Colorado; overlaying ROW mapping to identify areas of low, moderate or high potential for alternative energy production within ROW; and applying criteria to estimate the net energy produced under technology, safety and site constraints. The total potential for energy production was calculated for CDOT Regions and the State, and suitable areas of ROW for alternative energy production were identified. Legal and policy influences on the ability of CDOT to use produced energy for its own purposes and/or for sale to outside users were also evaluated. KW - Alternate fuels KW - Biomass fuels KW - Colorado KW - Cost effectiveness KW - Energy KW - Energy conservation KW - Energy resources KW - Geothermal resources KW - Highway corridors KW - Highway facilities KW - Hydroelectric power generation KW - Maintenance practices KW - Recycling KW - Right of way (Land) KW - Roadside rest areas KW - Solar energy KW - Sustainable development KW - Water conservation KW - Wind power generation UR - http://www.coloradodot.info/programs/research/pdfs/2011/restareas/at_download/file UR - http://www.coloradodot.info/programs/research/pdfs/2011/restareas/view UR - https://trid.trb.org/view/1101702 ER - TY - RPRT AN - 01338177 AU - Dotson, Jennifer AU - Blair, Adam AU - Ithaca Carshare AU - New York State Energy Research and Development Authority AU - New York State Department of Transportation AU - Federal Highway Administration TI - Carsharing in a Small City: Ithaca Carshare's First Two Years PY - 2011/03//Final Report SP - 29p AB - Ithaca Carshare launched service in June 2008 as the first independent carsharing organization in New York State, offering an affordable and reliable transportation option to the residents of the City of Ithaca and Tompkins County. During the first two years of operation, Ithaca Carshare registered over 800 drivers who collectively made 14,126 trips totaling nearly 250,000 miles. Ithaca Carshare vehicles are scattered throughout Ithaca, where they are proximate to registered drivers. Usage is best during spring and fall seasons, when the academic institutions are in session. The majority of Ithaca Carshare members are between the ages of 20 and 34, and many are affiliated with either Ithaca College or Cornell University. The organization serves members across a variety of income brackets, indicating the affordability of carsharing services. KW - Access KW - Affordability KW - Ithaca (New York) KW - Ithaca Carshare KW - Mobility KW - Small cities KW - Vehicle miles of travel KW - Vehicle sharing UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-06-33%20Ithaca%20Carshare%20Final%20Report%20NYSERDA%20Agreement%209821.pdf UR - http://ntl.bts.gov/lib/36000/36900/36946/C-06-33_Ithaca_Carshare_Final_Report.pdf UR - http://ntl.bts.gov/lib/37000/37900/37993/C-06-33_Ithaca_Carshare_Final_Report_NYSERDA_Agreement_9821.pdf UR - https://trid.trb.org/view/1100686 ER - TY - RPRT AN - 01338004 AU - Buth, C Eugene AU - Brackin, Michael S AU - Williams, William F AU - Fry, Gary T AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Collision Loads on Bridge Piers: Phase 2. Report of Guidelines for Designing Bridge Piers and Abutments for Vehicle Collisions PY - 2011/03//Technical/Test Report SP - 100p AB - An instrumented, simulated bridge pier was constructed, and two full-scale collisions with an 80,000-lb van-type tractor-trailer were performed on it. The trailer was ballasted with bags of sand on pallets. The simulated pier was 36 in. in diameter and was supported in the longitudinal direction by two load cells. Force-versus-time data were obtained from the load cells. Recommendations for possible revisions to the "AASHTO LRFD Bridge Design Specifications" are given. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge abutments KW - Bridge design KW - Bridge piers KW - Heavy duty trucks KW - Impact tests KW - Load and resistance factor design KW - Load cells KW - Prototype tests KW - Tractor trailer combinations UR - http://tti.tamu.edu/documents/9-4973-2.zip UR - http://ntl.bts.gov/lib/36000/36100/36133/9-4973-2.pdf UR - https://trid.trb.org/view/1100641 ER - TY - RPRT AN - 01338000 AU - Zhang, Yunlong AU - Ge, Hancheng AU - Pike, Adam AU - Carlson, Paul AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of Field Performance Evaluation Tools and Program for Pavement Marking Materials: Technical Report PY - 2011/03//Technical Report SP - 114p AB - Historically the prequalification or selection of pavement marking materials (PMMs) is mainly based on product specifications and lab testing, which do not correlate well with the field performance of the products. On the other hand, there is no consensus on recommended procedure to design a test deck and conduct a field performance test. The objective of this project is to investigate field evaluation plans and procedures and develop field performance-based evaluation procedures for PMMs. Field decks are designed incorporating regular long lines, long line in the travel lane, and transverse lines for accelerated testing, while also considering different installation procedures. Three different test field deck sites are selected across the state considering area climate, roadway surface type, and traffic condition. Carefully selected PMM products are installed and monitored for their field performance over time. The relationships between transverse and longitudinal test decks are evaluated with correlation analysis. Analysis results indicate that the points on transverse lines have high correlation with the corresponding five or seven longitudinal long lines in the travel lane when retroreflectivity values of all products on a test deck are averaged. For individual products, the correlations between transverse line locations and corresponding long lines in the travel lane exist, albeit at a lower level. A tracking database is developed and can record and interactively query all relevant data, track individual jobs and products, and graphically display performance changes over time. KW - Accelerated tests KW - Climate KW - Field tests KW - Retroreflectivity KW - Road marking materials KW - Traffic characteristics KW - Types of pavements UR - http://tti.tamu.edu/documents/0-5548-1.pdf UR - https://trid.trb.org/view/1100659 ER - TY - RPRT AN - 01337863 AU - Abbas, Ala R AU - Ali, Ayman AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Mechanical Properties of Warm Mix Asphalt Prepared Using Foamed Asphalt Binders PY - 2011/03//Final Report SP - 148p AB - Warm mix asphalt (WMA) is a name given to a group of technologies that have the common purpose of reducing the viscosity of the asphalt binders. This reduction in viscosity offers the advantage of producing asphalt-aggregate mixtures at lower mixing and compaction temperatures, and subsequently reducing energy consumption and pollutant emissions during asphalt mix production and placement. WMA technologies reduce the asphalt binders’ viscosity through the addition of organic or chemical additives or by introducing cool water into the heated molten asphalt under controlled temperature and pressure conditions, resulting in so-called foamed asphalt binder. The latter has received increased attention in Ohio since it does not require the use of costly additives. In spite of the above-mentioned advantages of WMA mixtures, many concerns have been raised regarding the susceptibility of this material to moisture-induced damage and permanent deformation due to the reduced mixing and compaction temperatures used during WMA production. Therefore, this study was conducted to develop a laboratory procedure to produce WMA mixtures prepared using foamed asphalt binders (WMA-FA), and to evaluate their performance in comparison to conventional hot mix asphalt (HMA). Two aggregates (natural gravel and crushed limestone) and two asphalt binders (PG 64-22 and PG 70-22M) were used in this study. A laboratory scale asphalt binder foaming device called WLB10 was used to foam the asphalt binders. The aggregate gradation met Ohio Department of Transportation (ODOT) Construction and Material Specifications (C&MS) requirements for Item 441 Type 1 Surface Course subjected to medium traffic. The resistance of WMA-FA and HMA mixtures to moisture-induced damage was measured using AASHTO T 283, and the resistance to permanent deformation was measured using the Asphalt Pavement Analyzer (APA) and the Simple Performance Test (SPT). Based on the experimental test results and the subsequent analyses findings, the following conclusions were made: (1) WMA-FA mixtures are more workable and easily compacted than HMA mixtures even though they are produced at lower mixing and compaction temperatures. (2) WMA-FA mixtures are slightly more susceptible to moisture damage than HMA mixtures. However, the difference is statistically insignificant. Therefore, if designed properly, both mixtures are expected to meet ODOT’s minimum tensile strength ratio (TSR) requirement for the proposed traffic level. (3) WMA-FA mixtures, especially those prepared using natural gravel and unmodified asphalt binders, are more prone to rutting than the corresponding HMA mixtures. However, the effect of the aggregate and binder types was found to be more significant than the mix type. This result suggests that using appropriate aggregate and binder types can help in overcoming any adverse effects that WMA-FA have on the mixture performance. KW - AASHTO T 283 KW - Asphalt Pavement Analyzer KW - Bituminous binders KW - Crushed limestone KW - Foamed asphalt KW - Gravel KW - Laboratory tests KW - Mechanical properties KW - Moisture damage KW - Rutting KW - Simple performance tests KW - Tensile strength ratio KW - Viscosity KW - Warm mix paving mixtures UR - http://worldcat.org/oclc/722368008/viewonline UR - https://trid.trb.org/view/1100613 ER - TY - RPRT AN - 01337859 AU - Sun, Dazhi AU - Ravoola, Pranay AU - Faruqi, M A AU - Ullman, Brooke R AU - Trout, Nada D AU - Texas A&M University, Kingsville AU - Texas Department of Transportation AU - Federal Highway Administration TI - Assessment of Need and Feasibility of Truck-Mounted Changeable Message Signs (CMS) for Scheduled and Unscheduled Operations: Technical Report PY - 2011/03//Technical Report SP - 88p AB - The goal of this project was to develop implementation guidance that the Texas Department of Transportation (TxDOT) can use to make better decisions regarding the use of truck mounted changeable message signs (TMCMS) during scheduled and unscheduled operations. The objectives of the project were as follows: 1. Perform a nationwide survey with practitioners to determine the state-of-the-practice with regard to TMCMS and to identify what issues or hazards scheduled and unscheduled operations crews are encountering with regard to the motoring public; 2. Develop messages and application alternatives through the use of text or symbol combinations to address specific scenarios; 3. Conduct human factors comprehension studies; 4. Conduct field studies to determine the most promising message and application alternatives; and 5. Develop guidelines to address the issues of design and application for the use of TMCMS. This project identified the types of messages/information that could be displayed on TMCMS for different situations, and also developed specific guidance for TxDOT on the use of TMCMS during scheduled and unscheduled operations. KW - Comprehension KW - Design KW - Field studies KW - Guidelines KW - Hazards KW - Highway operations KW - Messages (Communications) KW - Truck mounted variable message signs KW - Utilization UR - http://tti.tamu.edu/documents/0-6167-1.pdf UR - https://trid.trb.org/view/1100626 ER - TY - RPRT AN - 01335447 AU - Hard, Edwin N AU - Bochner, Brian S AU - Li, Yingfeng AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Delivery of Pilot Workshop on Preserving and Enhancing the Functionality of Highways in Texas PY - 2011/03//Implementation Report SP - 40p AB - This report summarizes the delivery and results of a one-day pilot workshop conducted at the Texas Department of Transportation (TxDOT) Waco District office in August 2010. This workshop was based on material developed for research project 0-6208, “Preserving the Functionality/Asset Value of the State Highway System.” This report includes the organization of the workshop, lists the topics covered, describes feedback and suggestions received, and identifies refinements and other changes that are suggested for future deliveries of this workshop. Key areas covered in the workshop included: An overview of highway functionality; Functionality in planning and land development; Operational functionality; Right of Way and functionality; and Safety and functionality. KW - Access control (Transportation) KW - Asset management KW - Highway operations KW - Highway planning KW - Highway safety KW - Highways KW - Right of way (Land) KW - Texas KW - Workshops UR - http://tti.tamu.edu/documents/5-6208-01-1.pdf UR - https://trid.trb.org/view/1098935 ER - TY - RPRT AN - 01335445 AU - Chaudhary, Nadeem A AU - Chu, Chi-Leung AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Implementation Report on PASSER V-07 Training Workshops PY - 2011/03//Technical Report SP - 12p AB - The objective of this project was to conduct one pilot workshop and five regular workshops to teach the effective use of the enhanced PASSER V-07 arterial signal timing optimization software. PASSER V-07 and materials for conducting a one-day training workshop were developed in Texas Department of Transportation research project 0-5424, Analytical Enhancements to PASSER V for Arterial and Access Management. This report describes the findings of this implementation project. KW - Arterial highways KW - Implementation KW - Optimization KW - PASSER V (Computer program) KW - Signalized intersections KW - Traffic signal timing KW - Training KW - Workshops UR - http://tti.tamu.edu/documents/5-5424-01-1.pdf UR - https://trid.trb.org/view/1098933 ER - TY - RPRT AN - 01362326 AU - Cleveland, Theodore G AU - Thompson, David B AU - Fang, Xing AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Use of the Rational and Modified Rational Method for Hydraulic Design PY - 2011/02/28/Technical Report SP - 158p AB - This report examines the rational and modified rational methods using rainfall-runoff datasets developed from Texas watersheds for application to Texas Department of Transportation hydraulic design problems. A unified rational method for Texas (URAT) is proposed as an alternative to the conventional method in current use. URAT substitutes land-use specification, slope influence, and probability adjustments to runoff coefficients by a simple area-weighted coefficient based on functional impervious cover. URAT incorporates the effect of slope and probability adjustments in the specification of the watershed time of equivalence, a characteristic time that makes rational peak discharges and regression equation peak discharges equal at some specified recurrence interval. An extended application (example) is presented to illustrate how to use the URAT method for both peak discharge and hydrograph estimation. Several appendices document various approaches examined, and provide an extensive examination into the runoff coefficient. KW - Design KW - Drainage structures KW - Hydraulics KW - Hydrographs KW - Hydrology KW - Peak discharge KW - Rainfall KW - Runoff KW - Texas KW - Watersheds UR - http://library.ctr.utexas.edu/hostedPDFs/TechMRT_0-6070-1.pdf UR - https://trid.trb.org/view/1128254 ER - TY - ABST AN - 01485875 TI - Sustainable Transportation AB - The objective of this project is to develop a strategic plan for sustainability. KW - Strategic planning KW - Sustainable development KW - Transportation planning UR - https://trid.trb.org/view/1255100 ER - TY - ABST AN - 01548811 TI - Research for AASHTO Standing Committee on Highways. Task 294. Continuation of Funding of 20-07 Task 245 - Update Bridge Temporary Works AB - The objective of this project is to update the American Association of State Highway and Transportation Officials (AASHTO) Guide Design Specifications for Bridge Temporary Works, the AASHTO Load and Factor Resistance Design (LRFD) Bridge Construction Specifications, and the Bridge Construction Handbook for Bridge Temporary Works. KW - Bridge construction KW - Bridge design KW - Handbooks KW - Load and resistance factor design KW - Specifications UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3000 UR - https://trid.trb.org/view/1336283 ER - TY - ABST AN - 01486035 TI - Advancement of Treatment of Non-Motorized Travel in Models AB - This research will develop an effective representation of non-motorized behavior within an existing regional travel demand model to capture the effects of urban form facility improvements safety demographics and transit connectivity. KW - Demographics KW - Nonmotorized transportation KW - Transit network connectivity KW - Travel behavior KW - Travel demand KW - Urban areas UR - https://trid.trb.org/view/1255656 ER - TY - ABST AN - 01466569 TI - An Open-Source Traffic Assignment Tool for Assessing the Effects of Roadway Pricing and Crash Reduction Strategies on Recurring and Non-Recurring Congestion AB - This research will provide transportation planners and engineers with a rigorous and computationally efficient tool to access corridor and network wide effects of road pricing and crash reduction strategies on recurring and non-recurring congestion, using performance measures that can be directly applied in investment-level planning and decision-making process. The work scope and plan includes incorporating the ability to simulate the effects of non-recurring events on network performance into the Dynamic Traffic Assignment (DTA) Lite tool or any other tool, is not a trivial matter, particularly in a stochastic and time sensitive environment. The research team is nevertheless confident in its ability to add this capability which builds upon our joint efforts in this arena as part of the SHRP2 C05 project. KW - Decision making KW - Dynamic traffic assignment KW - Network analysis (Planning) KW - Performance measurement KW - Road pricing KW - Traffic assignment KW - Traffic congestion KW - Transportation planning UR - https://trid.trb.org/view/1234804 ER - TY - ABST AN - 01573570 TI - High-Speed Deflection Measurements for Use in State Highway Agency Pavement Management and National Performance Management AB - Current State highway administration's (SHA's) Pavement Management Systems are primarily based on surface condition data. Surface cracking is mainly used as an indicator of the pavement structural condition. However, with effective pavement preservation activities that intervene early to preserve and extend the life of pavements and increasingly thicker long-life pavements, the surface cracks no longer tell the true structural condition, or health, of the pavement structure. The true pavement structural condition and rate of deterioration are needed not only to plan optimal structural rehabilitation activities and future budget needs, but also for implementing a performance-based Federal-aid program. With an aging pavement network on our most trafficked highways, the fear is not when the next preservation treatment is needed, but (when that will no longer be effective) the need for major rehabilitation/reconstruction. The SHA's state-of-the-practice pavement condition data collection is inadequate to meet this increasingly critical need and network level deflection measurements; those collected using high-speed deflection devices can fill in this critical need. However, the use of deflection measurements from high-speed deflection devices, such as the Federal Highway Administration's (FHWA's) Rolling Wheel Deflectometer (RWD), has seen limited use in pavement management. One of the key hurdles is the lack of, or the difficulty in developing, performance curves for structural deterioration based on deflection measurements. Performance curves for deflection measurements are challenging in that they are sensitive to climatic conditions at the time of measurement, lack the history associated with other data, and there is a general lack of understanding for what deflections are considered good or poor.  Without performance curves, network level deflection measurements by themselves are limited in their use; one can make the determination of weak and strong areas within a section of pavement but cannot use it for optimum treatment timing or predicting future performance. Purely empirical performance curves for pavement structural deterioration from deflection measurements are difficult if not impossible for the reasons above.  With the development of more mechanistic pavement analysis with integrated climatic models, it appears suitable to develop pavement structural deterioration performance curves based on deflection parameters. This activity will investigate the potential for using Mechanistic-Empirical (M-E) analysis to develop pavement structural deterioration performance curves based on deflection measurements, and use data from the FHWA's RWD or other devices to adaptively calibrate them. Preliminary analysis shows that center deflection, such as that currently measured with the RWD, may not be a robust indicator of structural deterioration, and that slope or other deflection-based parameters may be needed.  European devices that directly measure slope from velocity measurements or the model based on structured light pattern being developed by LCPC (Laboratoire Central des Ponts et Chaussees), France, appear to be promising in this regard. The performance models will be based on mechanistic analysis and material properties used in Mechanistic-Empirical Pavement Design Guide (MEPDG) models. However, it has to be simplified initially to pavement properties that are currently available in a typical SHA’s Pavement Management System (PMS) (layer thickness, type, and age) along with empirical coefficients determined through adaptive calibration so that they can be used in current pavement management systems. With the implementation of the Mechanistic-Empirical Pavement Design Guide and more and more of the pavement network-based Mechanistic-Empirical Pavement Design Guide, these models can revert to fully mechanistic. Recently concluded Strategic Highway Research Program 2 (SHRP2) Project R06, identified a high-speed continuous deflection device as one of the technologies for a followup study and resulting SHRP2 R06-F that is currently underway. The initial efforts will focus on identifying one or more deflection-based parameters that can be measured at the network level and are robust and reliable for evaluating structural condition and developing structural performance curves. Subsequent efforts will build upon SHRP2 R06-F findings, critically evaluate available devices, further develop promising deflection device/technology, and associated analytical methods. This effort also has the potential to support a performance-based Federal-aid program by providing information needed to evaluate pavement structural health. Reliable pavement structural deterioration performance curves can be of significant value to both project management (PM) and National Performance Management initiatives. They provide a means to evaluate and predict remaining structural capacity (i.e. structural health index) and when the deterioration is expected to accelerate for determining optimal timing for structural rehabilitation; similar to the current use of performance curves based on surface condition for determining optimum timing for preservation and surface rehabilitation. KW - Condition surveys KW - Deterioration KW - Mechanistic Empirical Pavement Design Guide KW - Pavement design KW - Pavement management systems KW - Pavement performance KW - Service life KW - Structural deterioration and defects UR - https://trid.trb.org/view/1366812 ER - TY - ABST AN - 01485863 TI - Congestion Planning AB - This research will promote activities to support the National Strategy to Reduce Congestion on America's Transportation Network initiative and other initiatives to link operations and planning. Research may focus on road congestion pricing and private sector involvement in transportation investment management and operations. This research will support work to advance and improve congestion management processes and the evaluation of operational improvement strategies development of new tools and programs for understanding analyzing and responding to congestion problems and activities such as websites publications and brochures for information dissemination training and technical assistance toolkits case studies site visits peer exchanges conferences and workshops. KW - Case studies KW - Congestion management systems KW - Congestion pricing KW - Highway operations KW - Information dissemination KW - Technical assistance KW - Traffic congestion UR - https://trid.trb.org/view/1255088 ER - TY - ABST AN - 01528644 TI - Multistate Study of the I-81 Corridor AB - In October 2008, six states (Maryland New York, Pennsylvania, Tennessee, Virginia and West Virginia) executed a Memorandum of Understanding to coordinate studies and information about the I-81 Corridor for the purpose of establishing a seamless freight and passenger network. The I-81 is an important national artery for the movement of people and goods and has become a key component in the economic development and vitality of the Eastern States of the United States of America. Meeting the growing demand for freight movement along the corridor and maintaining the region's economic vitality will be challenging but is critical to all the states. All six signatory states have major statewide freight planning efforts either underway or complete. Some have constructed projects on Interstate 81 and others have projects programmed. The Signatory states are interested in having the individual states' studies and improvements compiled and to determine where further information is required to move toward a consolidated, multistate plan for the corridor. The objectives of this project are to: (1) Provide the basis for a multistate and multimodal coordinated plan for I-81; (2) Review and integrate the current studies for highway and rail in the Corridor; (3) Review and coordinate the operating and capital plans for the corridor of each Signatory State; (4) Make recommendations regarding corridor-wide improvements; and (5) Identify the public and private benefits of the improvements and costs. KW - Eastern States KW - Economic development KW - Freight transportation KW - Highway corridors KW - Interstate 81 KW - Multistate planning UR - http://www.pooledfund.org/Details/Study/463 UR - https://trid.trb.org/view/1313425 ER - TY - ABST AN - 01566748 TI - Demonstration and Purchase of PG Binder Testing Equipment AB - To help expedite the implementation of the Superpave methods in the mid-1990's, the Federal Highway Administration (FHWA) conducted a Pooled Fund project that allowed state transportation agencies to purchase shares in this Pooled Fund. Each share provided the state transportation agency with one full set of Superpave test equipment - both for the asphalt binder and the hot mix asphalt (HMA). The pooling of funds gave the states greater purchasing power that resulted lower costs as compared to states purchasing the equipment individually. The majority of the equipment that was purchased under the Pooled Fund was for testing of asphalt binder in accordance with the Performance Grading (PG) system. The binder testing equipment is highly sophisticated and contains sensitive electronics for making the necessary measurements. As most of this equipment has been in service for approximately 15 years, it is nearing the end of its service life and manufacturers are no longer carrying repair parts. With the advent of new test methods such as the Multiple Stress Creep Recovery Test, older direct-shear (DSR) equipment is either not able to run these tests or the results are suspect because of the limitations of the older equipment. States must replace this equipment in order to adopt these new and improved test methods. The objective of this project is to conduct a Pooled Fund project similar to the one conducted earlier by the Federal Highway Administration (FHWA), here in the northeastern part of the country. In Phase 1, researchers will arrange for participating state departments of transportation (DOTs) a demonstration of lab equipment options for performance grade (PG) binder testing. Then in a second phase, CAP Lab will facilitate a pooled-fund purchase of asphalt-binder laboratory test equipment for interested states DOTs. KW - Binders KW - Hot mix asphalt KW - Multiple Stress Creep Recovery KW - Performance grade KW - Superpave KW - Technological innovations KW - Testing equipment UR - http://www.pooledfund.org/Details/Study/464 UR - https://trid.trb.org/view/1358404 ER - TY - ABST AN - 01466559 TI - Federal Highway Administration Cosponsor-ship for the Partnership for the National Trails System for the 2012 National Scenic Trails Workshop AB - The objective of this order is to provide the Federal Highway Administration (FHWA) cosponsor-ship with the Partnership for the National Trails System (PNTS) for the 2012 National Scenic Trails Workshop to be held November 5-9, 2012, in Shepherdstown WV. This includes production and dissemination of preworkshop materials, development of workshop materials, and support for workshop sessions and speakers. PNTS will recognize the U.S. Department of Transportation, Federal Highway Administration, as an agency sponsor of the workshop in preworkshop information and planning materials and at the workshop. Sponsorship includes exhibit space for an FHWA display. Conference information will be posted at www.pnts.org. KW - Information dissemination KW - Planning KW - Scenery KW - Trails KW - Workshops UR - https://trid.trb.org/view/1234794 ER -