TY - RPRT AN - 01141691 AU - Arndt, Jeffrey C AU - Morgan, Curtis A AU - Overman, John H AU - Clower, Terry L AU - Weinstein, Bernard L AU - Seman, Michael AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Transportation, Social and Economic Impacts of Light and Commuter Rail PY - 2009/09//Technical Report SP - 140p AB - While transportation impacts are often masked by heavy growth in corridor traffic and latent travel demand, modeling enables measuring the real transportation impacts of rail projects. Rail transit is both safe and environmentally friendly. Rail systems expand mobility and reduce household investment in transportation. However, as regions implement rail systems, they must take care to consider the full range of rider impacts so that environmental justice issues do not emerge. The largest body of research relates to the economic impact of rail. These impacts are strongest in station areas, as access to rail increases property value on nearby property. The positive impact of rail on property values does not hold true for property directly adjacent to the rail line however. State departments of transportation have played a variety of roles in rail development, ranging from funding initial planning to operating services. The Texas Department of Transportation (TxDOT) has authority to participate in rail development but no funding has been appropriated by the legislature. TxDOT could more actively participate in commuter rail projects if the agency was afforded greater flexibility in application of funds and the right to own rolling stock. KW - Economic development KW - Economic impacts KW - Environmental justice KW - Financing KW - Light rail transit KW - Ownership KW - Property values KW - Rail transit KW - Railroad commuter service KW - Rolling stock KW - Social impacts KW - Texas KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/0-5652-1.pdf UR - http://ntl.bts.gov/lib/31000/31100/31173/0-5652-1.pdf UR - https://trid.trb.org/view/902294 ER - TY - RPRT AN - 01141690 AU - Brewer, Marcus A AU - Hawkins, H Gene AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Pedestrian Accessibility at Signalized Intersections PY - 2009/09//Product SP - 40p AB - This product is formatted as a chapter to be included in a current or future Texas Department of Transportation manual. The chapter presents guidance on the use and placement of selected treatments to accommodate pedestrian accessibility at signalized intersections. Specific accommodations discussed in the chapter include curb ramps and blended transitions, accessible pedestrian signals, and countdown pedestrian signals. KW - Accessibility KW - Accessible pedestrian signals KW - Countdown pedestrian indicators KW - Curb ramps KW - Curbs KW - Pedestrian actuated controllers KW - Pedestrians KW - Signalized intersections KW - Texas UR - http://tti.tamu.edu/documents/0-4701-P4.pdf UR - http://ntl.bts.gov/lib/31000/31100/31165/0-4701-P4.pdf UR - https://trid.trb.org/view/902291 ER - TY - RPRT AN - 01141637 AU - Vijay, P V AU - GangaRao, Hota V S AU - Li, H AU - West Virginia University, Morgantown AU - Federal Highway Administration TI - Design and Evaluation of Jointed Plain Concrete Pavement with Fiber Reinforced Polymer Dowels PY - 2009/09//Final Report SP - 160p AB - This study evaluates fiber reinforced polymer (FRP) dowel bars as load transferring devices in jointed plain concrete pavement (JPCP) under HS25 static and fatigue loads and compares their response with JPCP consisting of steel dowels. Along with laboratory and field evaluations of JPCP with FRP and steel dowels, analytical modeling of dowel response was carried out in terms of maximum bending deflection, relative deflection (RD), and bearing stress of dowels. In addition, field rehabilitation of JPCP was carried out using FRP dowels to evaluate its long-term performance. Laboratory tests included static and fatigue load application corresponding to HS25 load and 1.5 times HS25 load on concrete slabs [27.94- and 30-48-cm (11- and 12-in.) depth] with 3.81- and 2.54-cm (1.5- and 1.0-in.) steel and FRP dowels at different spacings [30.48 and 15.24 cm (12 and 6 in.)]. Both 3.81- and 2.54-cm (1.5- and 1.0-in.)-diameter FRP dowels were installed in the field with 15.24-, 20.32-, 22.86-, and 30.48-cm (6-, 8-, 9-, and 12-in.) spacings. Load calibrated field tests were conducted on these pavements using a West Virginia Department of Transportation truck in 2002 and 2003. FRP dowel bars that were 1.5 in. in diameter were also used for pavement rehabilitation. Field data collected through an automatic data acquisition system included strain and joint deflections, which were used for assessing joint load transfer efficiency (LTE), joint RD, and pavement performance. Theoretical calculations are provided through different examples for JPCP with FRP and steel dowels by varying dowel diameters, spacing, dowel material properties, joint width, and base material properties. This research showed that JPCP with FRP dowels provided very good LTE up to and beyond 90%, which exceeds the American Association of State Highway and Transportation Officials and American Concrete Pavement Association criteria. JPCP with FRP dowels also provided sufficient LTE after 5 million cycles of fatigue tests under HS25 loading. KW - Bearing capacity KW - Bending KW - Concrete pavements KW - Deflection KW - Diameter KW - Dowel bars KW - Fatigue tests KW - Fiber reinforced plastics KW - Field tests KW - Laboratory tests KW - Load tests KW - Load transfer KW - Load transfer efficiency KW - Pavement performance KW - Polymer dowels KW - Reinforcing bars KW - Spacing UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/06106/06106.pdf UR - https://trid.trb.org/view/901479 ER - TY - RPRT AN - 01141334 AU - Williams, William Frederick AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Dynamic Testing of the T223 Bridge Rail PY - 2009/09//Technical Report SP - 68p AB - The Texas Department of Transportation (TxDOT) T203 bridge rail is often used on bridges where asphalt overlays reduce the effective height of the bridge rail. This reduction in height due to asphalt paving overlay is undesirable. For this project, several geometric features were changed to improve the strength and crash performance of the T203 rail. These features include increasing the rail height to 32 in., increasing the size and strength of the rail, and increasing the thickness of the post. In addition, the width of the post was reduced to 4 ft and the openings between the posts were increased to 6 ft. Orientation, placement, and frequency of reinforcing steel in the rail, post, and deck were also evaluated to determine if impact damage to the deck can be reduced. These proposed changes to the T203 rail led to the development of the TxDOT Type T223 bridge rail design, which is reported herein. The objective of this project was to evaluate the strength of the new TxDOT Type T223 bridge rail design with respect to different reinforcing steel details in the deck, rail, and posts. The strength of the new TxDOT Type T223 bridge rail was evaluated using dynamic bogie testing. These tests were performed at the ends/joint (two tests) and at mid-span locations (two tests). Reinforcing steel details varied at each test location to determine the preferred placement and orientation of reinforcing steel for the TxDOT Type T223 bridge rail and supporting deck to minimize deck damage during a design impact event. KW - Bridge railings KW - Design KW - Impact tests KW - Reinforcing steel KW - Texas UR - http://tti.tamu.edu/documents/0-5210-8.pdf UR - http://ntl.bts.gov/lib/31000/31100/31140/0-5210-8.pdf UR - https://trid.trb.org/view/901453 ER - TY - RPRT AN - 01141331 AU - Borchardt, Darrell W AU - Pesti, Geza AU - Sun, Dazhi AU - Ding, Liang AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Capacity and Road User Cost Analysis of Selected Freeway Work Zones in Texas PY - 2009/09//Technical Report SP - 78p AB - This research was developed to produce usable and meaningful estimates for work zone capacities under a variety of roadway and traffic conditions, work zone configurations, and lane closure scenarios within Texas. Using data collected at eighteen work zone sites, the research presents updated guidance for expected capacities of various freeway work zone lane closure configurations. In addition, models used to evaluate traffic conditions in work zones were evaluated and recommendations for their use were made. Finally, recommendations concerning road user cost analysis for freeway construction projects are included. KW - Construction projects KW - Freeways KW - Highway capacity KW - Lane closure KW - Recommendations KW - Road user costs KW - Texas KW - Traffic models KW - Work zone traffic control KW - Work zones UR - http://tti.tamu.edu/documents/0-5619-1.pdf UR - http://ntl.bts.gov/lib/31000/31100/31134/0-5619-1.pdf UR - https://trid.trb.org/view/901255 ER - TY - RPRT AN - 01141329 AU - Ullman, Gerald L AU - Porter, Richard J AU - Karkee, Ganesh J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Implementation Guide for Monitoring Work Zone Safety and Mobility Impacts PY - 2009/09//Product SP - 46p AB - This implementation guide describes the conceptual framework, data requirements, and computational procedures for determining the safety and mobility impacts of work zones in Texas. Researchers designed the framework and procedures to assist district-level personnel who have responsibility for work zone safety and mobility impact reviews of significant projects as required by Texas Department of Transportation (TxDOT) policy. In this guide, researchers describe the types of impact monitoring and analysis that can occur as part of on-going project activities and those that can be performed during post-project reviews. Analysis procedures are presented to assist in determining which projects should be targeted for regular reviews of crash data during the project, as well as the increase in crash frequency that is indicative of unusual safety concerns that should be investigated further through field observations. Researchers also present analysis procedures to guide district personnel in determining the queue lengths, individual vehicle delays, and total vehicle-hours of delay that are created during temporary lane closures in a project. KW - Construction projects KW - Crash data KW - Crash rates KW - Handbooks KW - Implementation KW - Lane closure KW - Mobility KW - Monitoring KW - Queue length KW - Texas KW - Traffic delays KW - Traffic queuing KW - Work zone safety KW - Work zone traffic control UR - http://tti.tamu.edu/documents/0-5771-P1.pdf UR - http://ntl.bts.gov/lib/31000/31100/31138/0-5771-P1.pdf UR - https://trid.trb.org/view/901456 ER - TY - RPRT AN - 01140581 AU - Sheikh, Nauman M AU - Ferdous, Rubiat AU - Bligh, Roger P AU - Abu-Odeh, Akram Y AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Analysis of Roadside Safety Devices for Use on Very High-Speed Roadways PY - 2009/09//Technical Report SP - 90p AB - The Texas Department of Transportation (TxDOT) is embarking on a multi-decade effort to expand the state’s transportation system. TxDOT has expressed an interest in using very high design speeds (above 80 mph) for some of these facilities to promote faster and more efficient travel within the state. Currently, roadside safety hardware is tested at a speed of 62 mph. This impact speed was derived from crash data collected on roads with design speeds up to 70 mph. The ability of existing roadside safety features to accommodate more severe, higher energy impacts is not known. The objective of this research is to develop roadside safety hardware suitable for use on very high-speed highways. Finite element simulations are used to evaluate the impact performance of selected roadside safety devices subjected to very high-speed impacts. Systems analyzed include single slope concrete barrier, modified thrie-beam guardrail, box beam guardrail, and slip-base sign supports. Design modifications to some of these systems are recommended for further consideration. KW - Barriers (Roads) KW - Box beams KW - Breakaway supports KW - Finite element method KW - Guardrails KW - High speed roads KW - Highway safety KW - Impact tests KW - Roadside KW - Roadside safety hardware KW - Sign supports KW - Simulation KW - Thrie beams UR - http://tti.tamu.edu/documents/0-6071-1.pdf UR - https://trid.trb.org/view/900977 ER - TY - RPRT AN - 01140580 AU - Excalibur Associates, Incorporated AU - Science Applications International Corporation AU - Federal Highway Administration TI - The National Incident Management System: A Workbook for State Department of Transportation Frontline Workers PY - 2009/09 SP - 45p AB - This Workbook consists of four modules: 1. The National Response Framework; 2. The National Incident Management System; 3. Introduction to the Incident Command System; and 4. Incident Command System Organization. Throughout the Workbook, you will learn how the information contained in the four modules relates to you as a frontline State Department of Transportation (DOT) worker. At the end of each module, there are a few review questions related to a scenario for you to answer. At the end of the Workbook is a 10-question review quiz. You are to answer the 10 questions and return the Workbook to your supervisor. There is also an Addendum with a planning checklist for you to use if you are deployed to an incident scene. Keep this Addendum for future use. KW - Disaster preparedness KW - Incident Command System KW - Incident management KW - National Incident Management System KW - National security KW - State departments of transportation KW - Workbooks UR - http://www.fhwa.dot.gov/security/emergencymgmt/profcapacitybldg/docs/nims/nims_wkbk.pdf UR - https://trid.trb.org/view/900958 ER - TY - ABST AN - 01464244 TI - Research for AASHTO Standing Committee on Highways. Task 274. Price Indexing in Transportation Construction Contracts AB - When market prices of cement, steel, or other commodities used in transportation infrastructure construction are increasing, state departments of transportation (DOTs) will typically be faced with demands from their contractors that price indexing or cost escalation clauses be incorporated in construction contracts. Such demands have most recently been spurred by sharply rising petroleum prices and consequently increased costs of fuel and asphalt products. Price indexing and cost escalation clauses shift business risk from the contractor to the DOT. While this shifting of risk may benefit the agency through contractors' willingness to submit lower bids, the agency faces greater uncertainty in budgeting and managing the final costs of a project. There is little information available on how an agency's use of such clauses may affect construction-market competition or commodity prices within a regional market. There is also little information on how the use of particular price indices may influence the outcome of the agency's use of indexing, and how general economic conditions may affect these outcomes. Agency decision makers seek guidance for judging if consideration of indexing and escalation clauses is warranted, whether the benefits an agency may gain using such clauses outweigh the costs, and how best to implement indexing. The objectives of this project are to describe the current state of DOT practice in using price indexing or cost escalation clauses in construction contracts and to provide guidance for DOT staff making decisions about whether and how such clauses should be used. The project will review primarily the experiences of those DOTS that have used price indexing or cost escalation clauses, but will consider also any other available data that illustrates the effectiveness or ineffectiveness KW - Cement KW - Commodities KW - Cost escalation KW - Decision making KW - Market pricing KW - Price indexes KW - State departments of transportation KW - Steel UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2602 UR - https://trid.trb.org/view/1232473 ER - TY - ABST AN - 01461968 TI - Bike Sharing Programs on Federal Lands AB - This project will analyze the challenges bike sharing programs in some national parks and national wildlife refuges are facing, including liability and risk management, helmet use, business models, operations and maintenance, and funding mechanisms, and offer recommendations for Federal Land Management Agencies (FLMAs) interested in implementing bike sharing programs. The results can help transfer knowledge on this new technology among the FLMAs. KW - Bicycle travel KW - Bikeways KW - Liability KW - National parks KW - Research projects KW - Risk management KW - U.S. Federal Land Management Areas UR - http://www.westerntransportationinstitute.org/research/4w2774.aspx UR - https://trid.trb.org/view/1230188 ER - TY - RPRT AN - 01153462 AU - Burt, Matt AU - Gopalakrishna, Deepak AU - Cluett, Chris AU - Battelle AU - Research and Innovative Technology Administration AU - Federal Highway Administration AU - Federal Transit Administration TI - Phase III (Final) Evaluation Report: National Evaluation of FY01 Earmark: Area Transportation Authority of North Central Pennsylvania – Regional GIS/ITS Initiative PY - 2009/08/31 SP - 89p AB - This report presents the results of the United States Department of Transportation evaluation of a federally funded earmark project implemented by the Area Transportation Authority of North Central Pennsylvania (ATA). The project implemented a suite of technologies including computer-assisted scheduling and dispatch (including automatic vehicle location and mobile data computers), maintenance management and invoicing systems. Intended benefits of the project consisted of enhanced productivity, safety, and customer satisfaction. The evaluation examined impacts in each of these areas as well as ATA staff perspectives on benefits, challenges and lessons learned. Overall, the deployment has been successful. Of the 19 specific hypothesized benefits that were tested through the evaluation, 10 of them were fully supported, six were partially supported, and three were not supported. Benefit highlights include a 28 percent reduction in dispatchers’ time on the radio with drivers; reduction of the lag time for identifying vehicle preventative maintenance from two weeks to less than one day; a 43 percent reduction in the time required to prepare monthly invoices; and a 68 percent reduction in the number of in-service vehicle breakdowns. The evaluation results confirm the value of these sorts of advanced technologies for transit systems, especially rural operators providing demand response service. The results also corroborate similar studies showing that successful technology deployments can take many years to complete and demand a high degree of competency, preparation, and follow-through on the part of the deploying agency. KW - Automatic vehicle location KW - Demand responsive transportation KW - Dispatching KW - Geographic information systems KW - Intelligent transportation systems KW - Pennsylvania KW - Rural transit KW - Scheduling UR - http://ntl.bts.gov/lib/31000/31500/31593/14493.htm UR - http://ntl.bts.gov/lib/31000/31500/31593/14493_files/14493.pdf UR - https://trid.trb.org/view/914942 ER - TY - ABST AN - 01592777 TI - Accelerated Bridge Construction - Precast Alternate for Flat Slab Spans AB - The objective of this research project is to develop a set of standard details for 30-foot precast spans that may be used on any roadway regardless of the traffic volume it carries. KW - Bridge construction KW - Bridge spans KW - Bridges KW - Design standards KW - Precast concrete KW - Research projects UR - http://bnielso.people.clemson.edu/SPR-682%20-%20Final%20Report.pdf UR - https://trid.trb.org/view/1400316 ER - TY - ABST AN - 01464127 TI - Research for AASHTO Standing Committee on Highways. Task 284. Establish Test Methods for 100-Year Service Life for HDPE Thermoplastic Pipe in the AASHTO LRFD Bridge Design Specifications AB - No summary provided. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - High density polyurethane KW - Load and resistance factor design KW - Service life KW - Specifications KW - Test procedures KW - Thermoplastic materials UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2764 UR - https://trid.trb.org/view/1232355 ER - TY - ABST AN - 01461777 TI - TRANSIMS Program Technical Support Task Request AB - This task request covers three areas of activity: user support, developer support, and administration. User support is intended to provide the Federal Highway Administration (FHWA) and its contractors with assistance in using TRANSIMS on agency projects. Developer support is intended to provide additional software capabilities or resolve software issues as these needs are identified. Finally, management and administration supports activities such as reporting, quality assurance, travel, meeting preparation and attendance. KW - Administration KW - Meetings KW - Quality assurance KW - Research projects KW - Technical assistance KW - Technical support KW - TRANSIMS (Computer model) KW - Transportation planning KW - Travel KW - User interfaces (Computer science) UR - https://trid.trb.org/view/1229997 ER - TY - ABST AN - 01461776 TI - Peer Exchange Executive Roundtable: Performance-Based Planning and Programming: AB - The objective of this work is to organize, facilitate, and report on a Peer Exchange Executive Roundtable on performance-based transportation planning and programming. This Roundtable will provide an opportunity for FHWA and its partners to better understand a workable definition for performance-based planning and programming by framing a realistic, achievable performance-based planning and programming approach. This approach should build on experiences, but recognize inherent obstacles within the current transportation planning and programming process, including those related to State Department of Transportation (DOT) institutional structures, decision making, public outreach and input, legislative and political pressures and others. The outcome of the Executive Roundtable will be an update to the existing transportation planning process that defines and implements performance-based planning and programming based on goals and related targets. KW - Decision making KW - Peer exchange KW - Performance based planning KW - Programming (Planning) KW - Research projects KW - Roundtables KW - State departments of transportation KW - Transportation planning UR - https://trid.trb.org/view/1229996 ER - TY - ABST AN - 01572676 TI - Supply Chain-Based Solution to Prevent Fuel Tax Evasion AB - The proposed research is a unique concept for targeting fuel tax evasion that could result in two important breakthroughs. The first is in-line sensors to authenticate nanoscale markers in the fuel. The second is integration of exterior sensors to detect the volume of fuel in a tank truck and determine the open or closed position of the valve and global positioning system (GPS) communication. The research addresses preventing three types of fuel tax evasion: (1) non-taxable or low-taxable petrochemical products from being "blended" with taxable fuel products; (2) taxable fuel products from cross-jurisdictional evasion (i.e. paying State tax in a low tax State but selling in a high tax State); (3) selling "exported" fuel domestically. KW - Exports KW - Fuel mixtures KW - Fuel taxes KW - Global Positioning System KW - Sensors KW - Supply chain management KW - Tax evasion UR - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-09-0029 UR - https://trid.trb.org/view/1364762 ER - TY - ABST AN - 01461760 TI - National Transportation Agreement on Research and Innovation Between Federal Highway Administration (FHWA) and the Advisory Council on Historic Preservation (ACHP) AB - The results of the research shall be translated into development of recommendations and guidance, prototypes for programmatic approaches, and dissemination of best practices to facilitate environmental process efficiency and improvements. Dissemination of research results will enhance inter-agency coordination, contribute to capacity building within FHWA's environmental discipline, support more effective collaboration among the Advisory Council on Historic Preservation (ACHP), State Historic Preservation Officers (SHPOs), Federal Highway Administration (FHWA), State Department of Transportation (DOT) and stakeholder groups, and promote planning and environment linkages. KW - Advisory groups KW - Best practices KW - Education and training KW - Environmental stewardship KW - Environmental streamlining KW - Historic preservation KW - Information dissemination KW - Innovation KW - Recommendations KW - Research KW - Research projects UR - https://trid.trb.org/view/1229980 ER - TY - ABST AN - 01560758 TI - Recycled Materials Resource Center AB - The ultimate objective of the Recycled Materials Resource Center (RMRC) is to increase the wise use of recycled materials in roadway construction and maintenance. This objective will decrease the amount of materials going to landfills or stockpiles, and will reduce the cost and environmental impact of Department of Transportation (DOT) projects. This goal will be achieved through the following activities: (i) Systematically testing, evaluating, and developing standards and guidelines and demonstrating environmentally acceptable and occupationally safe technologies and techniques for the increased use of recycled materials in highway construction and maintenance. (ii) Making information available to State transportation departments, the Federal Highway Administration, the construction industry, local and municipal agencies, and other interested parties to assist in evaluating proposals to use recycled materials in transportation infrastructure construction and maintenance. (iii) Encouraging the increased use of traditional and non-traditional recycled materials by using scientific principles to analyze thoroughly all potential long-term considerations that affect the physical and environmental performance of recycled and secondary materials. (iv) Working cooperatively with Federal, State, and local officials to reduce institutional barriers that limit widespread use of recycled materials and to ensure that increased use is consistent with the sustained environmental and physical integrity of the infrastructure in which the materials are used. More detailed objectives will be determined in cooperation with the RMRC Board of Advisors and the State DOTs who contribute to the pooled fund. KW - Environmental impacts KW - Highway maintenance KW - Recycled materials KW - Recycled Materials Resource Center KW - Road construction KW - Sustainable development UR - http://www.pooledfund.org/Details/Study/425 UR - https://trid.trb.org/view/1351321 ER - TY - ABST AN - 01464128 TI - Research for AASHTO Standing Committee on Highways. Task 283. Evaluation of the Flashing Yellow Arrow (FYA) Permissive Left Turn in Shared Yellow Signal Sections AB - The National Cooperative Highway Research Program (NCHRP) project 3-54 (Evaluation of Traffic Signal Displays for Protected/Permissive Left Turn Control) recommended the use of the Flashing Yellow Arrow as the desired permissive indication for when using protected/permissive left turn (PPLT) phasing. The recommended display for the PPLT is a four section head. However, there are occasions where installing a four-section head can be very expensive or impossible without significant retrofit because of vertical clearance issues. It is possible to operate the flashing yellow arrow in PPLT in existing three section heads by installing a bi-modal head that allows the yellow left turn arrow to operate in flashing (permissive) and steady (change) mode. It is not known how well drivers will respond to this application of the three section head and whether it provides adequate notice that the permissive left-turn is ending, The primary purpose of this research is to explore the effectives of a three section protected/permissive left turn signal display versus a four section signal display, containing both a flashing yellow arrow section and a steady yellow arrow change interval section, when implementing the FYA in protected/permissive left turn control. KW - Flashing traffic signals KW - Flashing yellow arrow KW - Left turn lanes KW - Permissive left turn operations KW - Traffic control devices KW - Yellow interval (Traffic signal cycle) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2763 UR - https://trid.trb.org/view/1232356 ER - TY - ABST AN - 01462599 TI - CAPWAP-Based Correlations for Estimating the Static Axial Capacity of Open-Ended Steel Pipe Piles in Alaska AB - CAPWAP analyses of open-ended steel pipe piles at 32 bridge sites in Alaska have been compiled with geotechnical and construction information for 12- to 48-inch diameter piles embedded in predominantly cohesionless soils to maximum depths of 161-feet. This database includes 68 piles, 33 of which tested at End of Initial Driving and Beginning of Restrike demonstrating time-effects on pile resistance. The CAPWAP analyses were used to develop empirical relationships for unit shaft and toe resistances at BOR. The CAPWAP-based unit shaft resistance demonstrates a depth-dependent trend, with values 1 to 3 days after EOID that are considerably less than estimates made using common static analyses. The toe resistance was found to be highly variable and dependent on both the prevalence of gravel and cobbles at the toe and pile diameter. Class A Prediction involving 29 piles driven into deltaic deposits demonstrated very good agreement with CAPWAP results for 1 to 6 day BOR. The proposed method provided much more reliable estimates of pile resistance than widely-adopted static analyses and modifications for set-up are proposed. The method can be refined with new data; reducing uncertainties in computed pile resistance, pile lengths, and construction costs associated with field modifications of piles. KW - Alaska KW - Bridge engineering KW - Bridge foundations KW - Geotechnical engineering KW - Pile driving KW - Research projects UR - http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_ak_rd_12_07.pdf UR - https://trid.trb.org/view/1230820 ER - TY - ABST AN - 01461308 TI - Identification of Emerging Practices and Issues for Alternative Fuel Technologies and Energy Facilities in the Right-of-Way AB - The Federal Highway Administration (FHWA) Office of Real Estate Services (HEPR) and its stakeholders seek to develop and provide information that presents material on the state of the practice and suggested lessons learned when considering the implications of accommodating alternative energy technologies and alternative fuel facilities in the right-of-way. A goal of this research will be to provide state Departments of Transportation (DOTs) with information that will enable them to assess asset management processes and the ways in which asset management decision making and programs can support accommodating alternative energy technologies and alternative fuel facilities in the right-of-way. KW - Alternate fuels KW - Asset management KW - Energy consumption KW - Right of way (Land) KW - State departments of transportation KW - State of the practice KW - Technical assistance KW - Technological innovations KW - Websites (Information retrieval) UR - https://trid.trb.org/view/1229527 ER - TY - RPRT AN - 01153487 AU - Magno, Carlos AU - Remkes, Charles AU - Masek, Nathan AU - Federal Highway Administration AU - New Mexico Department of Transportation AU - Mid Region Council of Governments TI - ITS Regional Architecture for the Albuquerque Metropolitan Planning Area (AMPA) Evaluation Report PY - 2009/08/11 SP - 8p AB - The Albuquerque Metropolitan Planning Area (AMPA) Regional ITS Architecture is the roadmap for transportation systems integration in the Albuquerque Metropolitan Area over the next 20 years. This architecture was developed through a supportive effort by the AMPA’s transportation agencies, which represents a common vision of how each agency’s systems, will work together in the future, sharing information and resources to provide a safer, more efficient, and more effective transportation system for travelers in the region. The architecture is an important tool that is been used by: (1) Operating Agencies to recognize and plan for transportation integration opportunities in the AMPA as well as the larger state. (2) Planning Agencies to better reflect integration opportunities and operational needs into the transportation planning process. (3) Other organizations and individuals that use the transportation system in the AMPA as well as the larger state. The architecture provides an overarching framework that spans all of these organizations and individual transportation projects. Using the architecture, each transportation project can be viewed as an element of the overall transportation system, providing visibility into the relationship between individual transportation projects and ways to cost-effectively build an integrated transportation system over time. The architecture also is coordinated with the New Mexico Statewide ITS Architecture to ensure consistency at those jurisdictional and operational points where AMPA based operations coincides and/or integrates with statewide planning and operations. The architecture covers services across a broad range of ITS, including traffic management, maintenance and construction operations, incident management, emergency services, transit management, traveler information, archived data management, and electronic payment. The objective of the earmarked funds was to define the Regional ITS Architecture through a series of workshops based on the National ITS Architecture, conducted by representation of the stakeholders, resulting in the agreement of the regional architecture by consensus of the stakeholders. KW - Albuquerque (New Mexico) KW - Evaluation KW - Intelligent transportation systems KW - Metropolitan areas KW - Regional planning KW - System architecture KW - Transportation planning UR - http://ntl.bts.gov/lib/31000/31700/31762/14502.htm UR - http://ntl.bts.gov/lib/31000/31700/31762/14502_files/14502.pdf UR - https://trid.trb.org/view/914948 ER - TY - ABST AN - 01468284 TI - Training Course for the Stochastic Empirical Loading and Dilution Model AB - This effort will include a curriculum, course materials and problem sets for the Federal Highway Administration (FHWA) Stochastic Empirical Loading and Dilution Model (SELDM). The course will cover model theory, application and interpretation of input date and model results. The sample problems will include example data sets to on-line data sources to include the National Water Information System Web. United States Geological Survey (USGS) will provide all materials, equipment, labor and any other items necessary to carry out this research as defined in this Statement of Work (SOW). KW - Curricula KW - Data collection KW - Education and training KW - Empirical methods KW - Loading facilities KW - Research projects KW - Stochastic processes KW - Training programs KW - Transportation planning UR - https://trid.trb.org/view/1236521 ER - TY - ABST AN - 01557208 TI - Research for the AASHTO Standing Committee on Planning. Task 95. Virtual Conference to Identify Transportation Planning Research Needs AB - It is important to periodically conduct a national assessment of what transportation planning research is underway or completed, and to identify which continuing and emerging issues should be addressed through research.  Research needs conferences have been conducted in face-to-face conference settings, requiring extensive preparations and substantial travel costs for participants. Given current budget contraints at many state Departments of Transportation and other public agencies, the AASHTO Standing Committee on Planning and its Subcommittee on Research wish to conduct a research needs conference in a virtual setting using the Internet. This project involves planning for and conducting a Virtual Conference on Transportation Planning Research Needs, to be held in the Spring of 2010. Major activities include (1) surveying planning-related research completed over the past 5 years; (2) conducting a national survey of practitioners to elicit research needs; (3) conducting a virtual plenary session; (4) providing background materials for virtual breakout sessions organized around broad topic areas; (5) conducting the virtual breakout sessions; and (6) providing a final report that documents the contributions of participants and provides potential research topics.  The results may be used by practitioners to develop proposed problem statements for submission to the National Cooperative Highway Research Program or other research programs. Practitioners are encouraged to attend the virtual conference's "break out sessions" and to contribute to the online discussion.  Preshttp://transportationplanningneeds.com/entation materials and current project information, including webinar schedules, can be found at this website: http://transportationplanningneeds.com/">http://transportationplanningneeds.com/ KW - Conferences KW - Education and training methods KW - Research KW - Training KW - Transportation planning KW - Virtual conferences KW - Virtual reality UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2819 UR - https://trid.trb.org/view/1346868 ER - TY - ABST AN - 01461969 TI - National Scan of Best Practices for Road Dust Control and Soil Stabilization AB - The purpose of the National Scan is to examine programs and practices employed by different governmental agencies and contractors that result in effective dust control and/or soil stabilization on unpaved roads. The driving force behind this scan is that road dust and/or the additives used in its control pose a myriad of health, safety, economic, regulatory, and environmental challenges. KW - Additives KW - Best practices KW - Dust control KW - Environmental impacts KW - National Center for Intermodal Transportation KW - National policies KW - Research projects KW - Soil stabilization KW - Unpaved roads UR - http://www.westerntransportationinstitute.org/research/4w2779.aspx UR - https://trid.trb.org/view/1230189 ER - TY - ABST AN - 01573216 TI - Pavement Shear Strain Response To Dual and Wide-Base Tires AB - Analyze data from instrumented pavement sections loaded by a truck equipped with both dual- and wide-base tires in hot weather conditions. The data was collected from the Specific Pavement Study (SPS)-8 sections at the Ohio Test Road. Data would be used to show relative shear strains induced near the pavement surface to validate existing models for use in next-generation Mechanistic-Empirical pavement design. This could lead to more reliable performance prediction, especially regarding longitudinal cracking. KW - Data collection KW - Longitudinal cracking KW - Mechanistic-empirical pavement design KW - Pavement design KW - Pavement performance KW - Shear strain UR - https://trid.trb.org/view/1365866 ER - TY - RPRT AN - 01144479 AU - Federal Highway Administration TI - The National Incident Management System: A Workbook for State Department of Transportation Frontline Workers - Supervisor Instructions PY - 2009/08/03 SP - 3p AB - The Workbook, NRF/NIMS for Frontline Transportation Workers, is designed to provide State Departments of Transportation front-line employees with basic information concerning the National Response Framework (NRF), the National Incident Management System (NIMS), and the Incident Command System (ICS). This Workbook meets the national objectives and training requirements set by the Federal Emergency Management Agency (FEMA) for credit for the FEMA courses IS-100. The Workbook is comprised of four (4) modules. 1. The National Response Framework, 2. The National Incident Management System, 3. Introduction to ICS, and 4. ICS Organization. These are the instructions for supervisors of frontline workers. It provides an answer key for the comprehensive final review. KW - Disaster preparedness KW - Incident Command System KW - Incident management KW - National Incident Management System KW - National security KW - State departments of transportation KW - Supervisors UR - http://www.fhwa.dot.gov/security/emergencymgmt/profcapacitybldg/docs/nims/sup_instruct.htm UR - https://trid.trb.org/view/903993 ER - TY - ABST AN - 01485427 TI - Development of Stiffness Measuring Device for Foot Pad Roller Sensor for Pavements AB - The aim of this project is to develop a measurement approach to determine mechanistic soil properties (e.g. stiffness, modulus) continuously in real time during static compaction of fine and mixed grain soils with a pad-foot roller compactor. KW - Compaction KW - Measuring instruments KW - Pavement performance KW - Rollers KW - Sensors KW - Soil properties KW - Stiffness UR - http://www.fhwa.dot.gov/advancedresearch/pubs/soilcompact.cfm UR - https://trid.trb.org/view/1254145 ER - TY - ABST AN - 01464476 TI - Field Versus Laboratory Volumetrics and Mechanical Properties AB - In the quality assurance (QA) of hot mix asphalt construction, the results of volumetric testing conducted by the contractor and agency are often compared statistically to verify the contractor's test results. Such comparisons help the agency judge whether its QA test results are from the same population as the contractor's test results. However, because the tests are performed by different operators using different equipment and with potentially different methods, variability of the test results is inevitable. A further source of variability arises when the sampling and compaction of the specimens are not the same, i.e., when results from laboratory-mixed and compacted specimens are compared to those from plant-mixed, laboratory-compacted specimens, or plant-mixed, field-compacted specimens, or both, on a single project. A major barrier to conducting a sound QA program is quantifying the variability that arises when it is necessary to compare the properties of asphalt mixture specimens that may be (1) produced in a laboratory or at the plant, (2) compacted in different physical locations, and (3) compacted in the laboratory or in-place on the pavement. The objectives of this research are to (1) determine causes of variability and the precision and bias for volumetric and mechanical properties of dense-graded asphalt mixtures measured within and among these three specimen types: (a) laboratory mixed and compacted, (b) plant mixed and laboratory compacted, and (c) plant mixed and field compacted; and (2) prepare a recommended practice for state departments of transportation (DOTs) to incorporate these results in specifications and criteria for (a) quality assurance, (b) mix design verification or validation, and (c) structural design and forensic studies. The research will primarily address variability associated with volumetric and mechanical test results within and among the three specimen types defined herein and not the test method's within- and among-laboratory variability (i.e., repeatability and reproducibility or precision statement), which is generally well established and documented. However, the effect of this laboratory testing variability will be considered in accomplishing the project objectives. KW - Compaction KW - Field tests KW - Hot mix asphalt KW - Laboratory tests KW - Mineral aggregates KW - Mix design KW - Quality assurance UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2503 UR - https://trid.trb.org/view/1232706 ER - TY - ABST AN - 01464023 TI - LTPP Analysis Task Order: Simplified Techniques for Evaluation and Interpretation of Pavement Deflections for Network-Level Analysis AB - The primary objective of this study is to identify or develop, verify, and recommend simplified deflection-based analytical techniques suitable for rapid, automated screening of pavement structural capacity for inclusion in network-level PMS. These techniques will be derived from information gathered from Long Term Pavement Performance (LTPP) and from states currently using structural information in their PMS. The success of the study will hinge on identifying solutions that can be readily implemented in State and local municipality systems. The second objective of the study is to develop and recommend data collection procedures that will maximize testing productivity and minimize risk while still providing adequate information for use in the PMS. Spacing and frequency of data collection are the two primary parameters of interest. The recommendations should consider both the incremental cost of collecting the data and benefits of better prediction and decision making. The third objective of this study is to ensure that the results are applicable to agencies that do not use deflection testing in their PMS but use nondestructive deflection testing as part of their project-level analysis and design activities. KW - Data collection KW - Decision making KW - Deflection KW - Long-Term Pavement Performance Program KW - Nondestructive tests KW - Pavement management systems KW - Pavement performance KW - Research projects KW - Structural analysis UR - http://www.fhwa.dot.gov/research/tfhrc/programs/infrastructure/pavements/ltpp/prelim.cfm UR - https://trid.trb.org/view/1232251 ER - TY - RPRT AN - 01616151 AU - Prozzi, Jolanda AU - Zhao, Mengying AU - Prozzi, Jorge AU - Robertson, Chris AU - Walton, C Michael AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Characteristics of the Auto Users and Non-Users of Central Texas Toll Roads PY - 2009/08//Technical Report SP - 130p AB - As toll road usage increases to finance new road infrastructure or add capacity to existing road infrastructure, the question of who does and does not use toll roads becomes increasingly important to toll road developers, financiers, Traffic and Revenue consultants, and investors, among others. Although a number of previous studies have attempted to characterize toll road users and sub-sets of toll road users, this study presents a first attempt to differentiate the auto users and non-users of the Central Texas toll roads. Respondents (1,507) to a telephone survey that was conducted in the Spring of 2008 were categorized as users and non-users of toll roads and statistical analysis was conducted to provide insight into the demographic and trip characteristics of the auto users and non-users of the Central Texas toll roads. The report also includes a detailed analysis of actual transaction data from the Central Texas Turnpike System. These actual data coupled with the preferences expressed in the surveys provides a detailed look into the characteristics of the auto users and non-users of the Central Texas area toll roads. KW - Central Texas Turnpike KW - Demographics KW - Surveys KW - Telephone surveys KW - Texas KW - Toll data KW - Toll roads KW - Travelers KW - Trip characteristics UR - http://ctr.utexas.edu/wp-content/uploads/pubs/0_6044_2v1.pdf UR - https://trid.trb.org/view/1428890 ER - TY - RPRT AN - 01580343 AU - Gilley, Rex D AU - Mallela, Jagannath AU - Hoffman, Gary AU - Ullman, Gerald L AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Virginia Demonstration Project: Rapid Removal and Replacement of U.S. 15/29 Bridge Over Broad Run Near Gainesville, VA PY - 2009/08//Final Report SP - 45p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the Virginia Department of Transportation (VDOT) was awarded a $600,000 grant 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 U.S. 15/29 bridge over Broad Run over three weekends. This report describes the existing bridge and the materials and methods used to widen the three-span bridge and replace the superstructure. Prefabricated superstructure segments, four per span, were used to simplify and expedite construction. Under conventional construction, the impact of this project on the traveling public was estimated at 100 days, but with the use of accelerated construction techniques, the impact was reduced to three weekend closures. Using ABC techniques added approximately $260,000 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 an estimated $2.16 million or about 65 percent over conventional construction practices. Because of the success of this project, VDOT plans to use ABC techniques on future projects. KW - Bridge construction KW - Bridge replacement KW - Cost effectiveness KW - Demonstration projects KW - Economic analysis KW - Gainesville (Virginia) KW - Highways for LIFE KW - Prefabricated bridges KW - Technological innovations UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/VA_US15-29_Final_August%202009.pdf UR - https://trid.trb.org/view/1373008 ER - TY - RPRT AN - 01531735 AU - Benson, Craig H AU - Edil, Tuncer B AU - Ebrahimi, Ali AU - Kootstra, Brian AU - Li, Lin AU - University of Wisconsin, Madison AU - Federal Highway Administration TI - Stabilization of Reclaimed Pavement Material and Road Surface Gravel with Coal Combustion Products PY - 2009/08//Final Report SP - 319p AB - Recycling part or all of the pavement materials in an existing road during rehabilitation and reconstruction is an attractive construction alternative. For roads with a hot mix asphalt (HMA) surface, the HMA, underlying base, and a portion of the existing subgrade often are pulverized to form a new base material referred to as recycled pavement material (RPM). Compacted RPM is overlain with a new HMA layer to create a reconstructed or rehabilitated pavement. This process is often referred to as full-depth reclamation (FDR). Similarly, when an unpaved road with a gravel surface is upgraded to a paved road, the existing road surface gravel (RSG) is blended and compacted to form a new base layer that is overlain with an HMA surface. Recycling pavement and road materials in this manner is both cost effective and environmentally friendly. Recycled base materials may contain asphalt binder, fines, and/or other deleterious materials that can adversely affect strength and stiffness. To address this issue, chemical stabilizing agents such as cement, asphalt emulsions, lime, cement kiln dust (CKD), or cementitious fly ash can be blended with RPM or RSG to increase the strength and stiffness. This “stabilized” material is referred to as SRPM or SRSG. Use of industrial material resources for stabilization, such as CKD or fly ash, is particularly attractive in the context of sustainability. The purpose of this study was to develop a practical method to design local roadways using SRPM or SRSG as the base layer and Class C fly ash as the stabilizing agent in the context of the “gravel equivalency” (GE) design methodology employed for local roads in Minnesota. The project consisted of four major elements: (i) laboratory testing (Appendix B), (ii) prototype pavement evaluation (Appendix C), field assessment of two existing roadways constructed with SRPM and SRSG (Appendix D), and (iv) assessment of potential impacts to ground water (Appendix E and F). This summary report was created as a design guide and includes step-by-step design procedures along with practical implications relevant to implementation. KW - Base course (Pavements) KW - Design methods KW - Field tests KW - Fly ash KW - Gravel roads KW - Groundwater KW - Laboratory tests KW - Minnesota KW - Reclaimed asphalt pavements KW - Recycling UR - http://rmrc.wisc.edu/wp-content/uploads/2012/09/project_47_final_report.pdf UR - https://trid.trb.org/view/1316330 ER - TY - RPRT AN - 01470008 AU - McTernan, William F AU - Cross, Stephen A AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Development of Liquidated Damages for the Oklahoma Department of Transportation PY - 2009/08//Final Report SP - 71p AB - Federal regulations require that Departments of Transportation (DOTs) must establish liquidated damages (LD) for construction projects and update when necessary and submit them to the Federal Highway Administration (FHWA) every two years for approval. According to FHWA, the method used to develop a standard LD schedule should use construction engineering costs associated with the type and size of work encountered. The FHWA method has four steps: 1) determination of requisite data, 2) collection and organization of data, 3) calculation of workday LD rates and 4) calculation of calendar-day LD rates. The objectives of this research were to evaluate the Auburn University protocol used to determine LDs in Alabama and to modify it as necessary and apply it to a data base supplied by Oklahoma Department of Transportation (ODOT). This effort included the evaluation, screening and qualifying of the ODOT data for the development of liquidated damages. These data and the selected methodology were then applied to the ODOT’s data base to determine a statistically defensible daily rate for agency charges when projects are not completed within the original schedules. A robust statistically based procedure for use by ODOT or an outside vendor to determine LD rates for projects of varying sizes that should meet the requirements of FHWA was developed. KW - Auburn University KW - Construction projects KW - Databases KW - Liquidated damages KW - Oklahoma Department of Transportation KW - On time performance KW - Rates UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/fhwa-ok0812.pdf UR - https://trid.trb.org/view/1237853 ER - TY - RPRT AN - 01469912 AU - Huang, Scott L AU - Darrow, Margaret M AU - Calvin, Peter AU - Alaska University Transportation Center AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Unstable Slope Management Program PY - 2009/08//Final Report SP - 93p AB - This Rapid Response Project gathered information on existing unstable slope management programs, with a focus on asset management practices in the United States and overseas. On the basis of this study, the research team summarized and recommended guidelines to develop an Unstable Slope Management Program for the Alaska Department of Transportation & Public Facilities (AKDOT&PF). KW - Alaska Department of Transportation and Public Facilities KW - Asset management KW - Dislocation (Geology) KW - Risk management KW - Rock slopes KW - Slope failure KW - Slope stability KW - State departments of transportation KW - State of the practice UR - http://ine.uaf.edu/autc/files/2013/01/RR08.10part2.FinalReport082109-ineautc1118.pdf UR - http://ntl.bts.gov/lib/46000/46700/46747/RR08.10part2.FinalReport082109-ineautc1118.pdf UR - https://trid.trb.org/view/1237191 ER - TY - RPRT AN - 01454879 AU - Balunaini, Umashankar AU - Yoon, Sungmin AU - Prezzi, Monica AU - Salgado, Rodrigo AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Tire Shred Backfill in Mechanically Stabilized Earth Wall Applications PY - 2009/08//Final Report SP - 169p AB - Tire shred-soil mixture backfill for use in mechanically stabilized earth (MSE) walls has several advantages over traditional backfill materials: 1) good drainage, 2) high shear strength, 3) low compacted unit weight and 4) low lateral pressure exerted on retaining structures. This work presents the results of laboratory tests performed on tire shred-sand mixtures focusing on determining the properties required for their use as backfill in MSE wall applications. Three sizes of tire shreds are considered: tire chips with 9.5mm in nominal size, and tire shreds with 50-to-100-mm and 100-to-200-mm in length. The optimal mix proportions of tire shred-sand mixtures for enhanced mechanical response of the composite material are provided. Segregation of the materials in the tire shred-sand mixtures was investigated for various mix proportions. The effects of tire shred size, and tire shred-sand mixing ratio on the interaction between geogrids/ ribbed-metal strips and the mixtures are evaluated based on a series of laboratory pullout tests. Results indicate that the optimal mix proportion of tire shreds and sand is 25/75 and 30/70 (tire shred/sand) by weight, equivalent to approximately 40/60 and 50/50 (tire shred/sand) by volume for tire shreds with 50-100 mm and 100-200mm in length, respectively. This optimum mix proportion also ensures negligible segregation of the components of the mixture in the composite material. For all three shredded tire sizes considered, the pullout capacity of a geogrid embedded in the tire shred-sand mixtures prepared at the optimum mixing ratio is larger than that obtained for pure tire shreds. The pullout capacity of geogrid placed in samples prepared at optimum tire shred-sand mixing ratio is found to be higher for tire chip-sand mixtures than for tire shred-sand mixtures. This is mainly due to the crossing of the geogrid by the tire chips, which generates passive resistance during pullout. The size of tire shred has a negligible effect on the pullout response of ribbed-strip embedded in mixtures. Large-scale direct tests evaluated the shear strength properties of samples prepared at optimum tire chip-sand and tire shred (50 to 100 mm in size)-sand mixing ratios. KW - Backfill soils KW - Geogrids KW - Laboratory tests KW - Mechanically stabilized earth KW - Mix design KW - Pullout capacity KW - Sand KW - Shear strength KW - Soil compaction test KW - Soil-tire shred mixtures KW - Tire shreds KW - Tires UR - http://dx.doi.org/10.5703/1288284314319 UR - https://trid.trb.org/view/1218790 ER - TY - RPRT AN - 01454873 AU - Fricker, Jon D AU - Martchouk, Maria AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Origin-Destination Tools for District Offices PY - 2009/08//Final Report SP - 120p AB - Understanding through trip patterns is crucial when making decisions concerning a traffic diversion strategy, such as whether to build a highway to bypass a city. While conducting a vehicle license plate origin-destination survey may be the most accurate way to estimate through trip patterns, many small communities may be unable to bear this cost. Thus, a simple and affordable sketch planning tool to estimate through trip movements would be useful. Three through trip estimation methods that have been used or published are Modlin’s method, Anderson’s method, and subarea analysis. Subarea analysis, while an effective tool, requires personnel with knowledge of modeling software, as well as a license for that software. Hence, subarea analysis may be of limited use to small cities and DOT district offices. Anderson and Modlin methods on the other hand are simpler to implement. However, these methods require some data that are not routinely collected, use parameters that can be highly subjective, and rely on calculations that may distort the results. To address some of the shortcomings of the existing methods, a logit-based external trip estimation method was created that had strong statistical justification. Evaluation of the logit model using small cities in Indiana yielded results that are usually better than Modlin’s and Anderson’s methods. The logit model is readily implemented in a spreadsheet and requires only two input variables. When subarea analysis using modeling software is not feasible, the logit model has been shown to produce good estimates of through trips. KW - External trips KW - Indiana KW - Logits KW - Origin and destination KW - Small cities KW - Traffic estimation UR - http://dx.doi.org/10.5703/1288284314329 UR - https://trid.trb.org/view/1218800 ER - TY - RPRT AN - 01454662 AU - Fricker, Jon D AU - Mills, Joshua B AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Effects of Bypasses PY - 2009/08//Final Report SP - 192p AB - This study aims to investigate the long-term impacts of bypasses on small- and medium-sized communities in Indiana. Interviews were conducted with community officials and individuals familiar with the history of each bypassed community. Statistical models were developed to analyze economic impacts across a number of key indicators including payroll and employment in various industry sectors. Lessons learned from this study vary from county to county and across industry sectors. The findings of this study will be used to develop a concise guide that will provide guidance to both Indiana Department of Transportation (INDOT) officials and community officials as to how to best adapt to the presence of the bypass. KW - Bypasses KW - Case studies KW - Communities KW - Economic development KW - Economic impacts KW - Impact studies KW - Indiana KW - Lessons learned KW - Statistical analysis UR - http://dx.doi.org/10.5703/1288284314320 UR - https://trid.trb.org/view/1218791 ER - TY - RPRT AN - 01454442 AU - Lee, Joo Hyoung (Jay) AU - McCullouch, Bob G AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Review Construction Techniques for Accelerated Construction and Cost Implications PY - 2009/08//Final Report SP - 102p AB - Transportation construction activities on heavy traffic routes can be very disruptive to the system users due to lane closures, construction traffic, or reduced speed zones. Besides the driving public, local businesses are also affected by noise and air pollution, loss of access, or changing access routes. Thus, it is apparent that minimizing construction time will lessen these impacts. The primary objectives of this project are to explore some alternative methods to expedite construction time for particular project types mitigating disruptions to the traveling public; and to identify construction activities that can be accelerated by those selected methods. To accomplish these objectives, this project evaluated state-of-the-art construction techniques for accelerating processes at the job site by investigating practices of other transportation agencies and their cost implications. KW - Accelerated construction KW - Best practices KW - Construction management KW - Construction projects KW - Costs KW - Highway maintenance KW - State departments of transportation UR - http://dx.doi.org/10.5703/1288284314299 UR - https://trid.trb.org/view/1218765 ER - TY - RPRT AN - 01454139 AU - Basu, Prasenjit AU - Salgado, Rodrigo AU - Prezzi, Monica AU - Chakraborty, Tanusree AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - A Method For Accounting For Pile Setup and Relaxation in Pile Design and Quality Assurance PY - 2009/08//Final Report SP - 106p AB - When piles are installed by jacking or driving, they cause substantial changes in the state of soil located near the pile. These changes result from the complex loading imposed on the soil by expansion of a cylindrical cavity to make room for the pile, by multiple cycles of shearing in the vertical direction as the pile gradually moves down into the ground, and by the slow drainage associated with clayey soils. If a pile is load-tested a short time after installation, it will develop an axial resistance that reflects the existence in the soil of the excess pore pressures caused by the installation process. After the excess pore pressures dissipate, the axial pile resistance will be different from that measured in the short term. This difference is referred to as pile setup (if the resistance increases) or relaxation (if the resistance drops). This report focuses on the pile setup observed in clayey soils, which can be quite significant. Pile setup in clays result primarily from shaft resistance gains with time after installation because the base resistance contributes proportionally much less in soft to medium stiff clays, which are the focus of the research. This report focuses on analyzing setup in shaft resistance, validating the equations resulting from these analyses and then proposing design and quality assurance procedures based on the results of the analyses. The analyses were done using the finite element method and an advanced constitutive model developed specifically for this project. The constitutive model captures all the key features required for these analyses, and the finite element analyses are 1D analyses of shaft resistance that can handle the large deformations and displacements involved in pile installation. The results of the analyses compare well with load test data from the literature. Design equations for the unit shaft resistance are proposed. Equations for unit shaft resistance in the short term (for comparison with load tests) are also proposed. KW - Clay KW - Clay soils KW - Design KW - Finite element method KW - Pile foundations KW - Pile setup KW - Piles (Supports) KW - Quality assurance KW - Shaft resistance UR - http://dx.doi.org/10.5703/1288284314282 UR - https://trid.trb.org/view/1218748 ER - TY - RPRT AN - 01454123 AU - Varma, Amit H AU - Seo, Jungil AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Verification of LRFD Bridge Design and Analysis Software for INDOT PY - 2009/08//Final Report SP - 162p AB - NCHRP Process 12-50 was implemented to evaluate and verify composite steel I-girder bridge design software used commonly in Indiana. A test-bed of twenty one bridges was developed with the guidance from an Indiana Department of Transportation (INDOT) appointed research advisory panel (RAP). The test-bed included five simple-span and sixteen multi-span bridge superstructures. More than 80 parameters were required to define a bridge and they include bridge span, girder spacing, number of beams, section type, steel strength, girder sections, and other required bridge parameters. Some of these parameters were initially selected by INDOT and practitioners. An indigenous computer program PURDUE CSBD was developed to implement the bridge design calculations specified in the AASHTO Load and Resistance Factor Design (LRFD) specifications, which is currently endorsed by the INDOT bridge design manual. Both MERLIN-DASH and PURDUE CSBD were used to generate design calculation results for the complete test-bed of bridges. The output from both computer programs is compared to identify assumptions and discrepancies between MERLIN-DASH and the AASHTO LRFD specifications. These comparisons indicate excellent agreement between the results from both programs for: (1) moments, (2) shears, (3) stresses, (4) deflections, (5) flexural strength and all relevant parameters, (6) shear strength and all relevant parameters, and (7) shear connector related parameters. The test-bed of bridge structures and the PURDUE CSBD program are recommended for evaluating and verifying other bridge design software. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Indiana KW - Load and resistance factor design KW - NCHRP Project 12-50 KW - Software KW - Validation UR - http://dx.doi.org/10.5703/1288284314279 UR - https://trid.trb.org/view/1218745 ER - TY - RPRT AN - 01354580 AU - Fern, Kevin AU - Pausch, Chris AU - KnowledgeBase Consulting Group, LLC AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Feasibility Test of CADD Webmenus PY - 2009/08//Final Report SP - 16p AB - The Arizona Department of Transportation (ADOT) initiated SPR Project 683: CADD Webmenus Feasibility Study to conduct a proof-of-concept test of Web-based CADD menus for ADOT agency-wide CADD applications. ADOT is currently interested in the feasibility of using Webmenus to solve various problems associated with its current CADD menu system. This research gives ADOT the necessary testing results and information it needs to incorporate Webmenus into the workflow of its CADD drafting and design staff, while also disseminating the Webmenus to the consultant community’s CADD users who are required to use ADOT CADD standards. To present CADD standards in an easily accessible and simplified format, it is necessary to use CADD menus. ADOT’s current menu system is a challenge for ADOT support staff to effectively support and maintain. This has led to development of multiple menus in multiple locations, which compounds the difficulty of maintaining them. Additionally, the current ADOT CADD menu system was developed in a proprietary programming language (MDL™) which is version specific and requires compilation from various source files to be executed. The successful development of Webmenus for use by ADOT staff and consultants would provide them a single, readily accessible menu system that had a single point of reference for all ADOT CADD standards. The basic challenge of developing and implementing a Web-based menu system is company firewall policies that restrict Web site activity and “back door” file transfer. This challenge can be overcome with adjustments to the CADD Webmenus that facilitate commands that do not require back door file transfer. CADD Webmenus may also offer a solution to the current ADOT problem of multiple menus developed in outdated code and distributed without ensuring the latest revision of the menu system. With the amount of design drafting work being sub-contracted out (approx. 90%), simplifying and distributing a single menu system via the Internet is a logical solution. KW - Computer aided design KW - Drafting KW - Internet KW - Standards KW - Web applications KW - Webmenus UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ683.pdf UR - https://trid.trb.org/view/1119050 ER - TY - RPRT AN - 01352919 AU - Kyle, Deirdre D AU - Griffin, Debbie AU - Ling, Jeff AU - Robinson, Charlotte AU - D. Wilson Consulting Group, LLC AU - Montana Department of Transportation AU - Federal Highway Administration TI - Disparity/Availability Study for the Montana Department of Transportation PY - 2009/08//Final Report SP - 288p AB - The Montana Department of Transportation (MDT) issued an RFP to conduct a Disparity Study in response to the guidelines issued by US Department of Transportation (USDOT) following the Western States Paving Co. v. Washington Department of Transportation decision. The purpose of the study was to determine to what extent Disadvantaged Businesses (DBE) participate in the procurement of USDOT federally funded contracts within Montana. The study was conducted through the completion of 10 tasks: Analyze Relevant Case Law; Review Policies, Procedures and DBE Program; Determine the Relevant Market Area; Determine the Utilization of DBE firms; Determine the Availability of DBE firms; Conduct Disparity Analysis; Determine the Utilization of DBE firms in the Private Sector; Conduct a Multivariate Regression Analysis; Conduct Anecdotal Analysis; and Develop Finding and Recommendations. Based on the data analyzed for the study period, the MDT should continue operating in a race-neutral environment and implement a small business program. Additional recommendations include setting goals on professional services contracts and developing a stronger compliance section within the DBE programs office. KW - Compliance KW - Contracting KW - Contracts KW - Disadvantaged business enterprises KW - Discrimination KW - Disparity KW - Federal aid KW - Legal documents KW - Montana KW - Montana Department of Transportation KW - Policy KW - Procurement KW - Women owned business enterprises UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/disparity/final_report.pdf UR - http://www.mdt.mt.gov/other/webdata/external/research/docs/research_proj/disparity/final_report.pdf UR - http://www.mdt.mt.gov/research/projects/admin/disparity.shtml UR - https://trid.trb.org/view/1117515 ER - TY - RPRT AN - 01352918 AU - Kyle, Deirdre D AU - Griffin, Debbie AU - Ling, Jeff AU - Robinson, Charlotte AU - D. Wilson Consulting Group, LLC AU - Montana Department of Transportation AU - Federal Highway Administration TI - Disparity/Availability Study for the Montana Department of Transportation: Appendices PY - 2009/08//Final Report SP - 497p AB - The Montana Department of Transportation (MDT) issued an RFP to conduct a Disparity Study in response to the guidelines issued by US Department of Transportation (USDOT) following the Western States Paving Co. v. Washington Department of Transportation decision. The purpose of the study was to determine to what extent Disadvantaged Businesses (DBE) participate in the procurement of USDOT federally funded contracts within Montana. This report provides, in six appendices, the tables, figures and supporting documentation for the final report, FHWA/MT-09-004/8190-1. KW - Compliance KW - Contracting KW - Contracts KW - Disadvantaged business enterprises KW - Discrimination KW - Disparity KW - Federal aid KW - Legal documents KW - Montana KW - Montana Department of Transportation KW - Policy KW - Procurement KW - Women owned business enterprises UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/disparity/final_appendices.pdf UR - http://www.mdt.mt.gov/research/projects/admin/disparity.shtml UR - https://trid.trb.org/view/1117523 ER - TY - RPRT AN - 01342253 AU - Prevedouros, Panos D AU - University of Hawaii, Manoa AU - Oahu Metropolitan Planning Organization AU - Hawaii Department of Transportation AU - Federal Highway Administration TI - Simulation of Westbound Interstate H-1 Freeway between the Airport and Waikele during Weekday Afternoon Peak PY - 2009/08//Final Report SP - 52p AB - The objective of this project was the development and analysis with traffic simulation of alternative scenarios for the improvement of traffic conditions on the 8.8 mile segment of the H-1 Freeway between the airport viaduct and Waikele. This segment is heavily congested during the afternoon peak period on normal weekdays. While the study was being conducted, one of the scenarios was actually being built. The Waimalu widening project added one lane (from 5 to 6) at a critical bottleneck along the freeway segment under investigation. The added lane was opened in June 2006. Limited before/after evaluation of this actual bottleneck remediation is presented. Various models were used for the initial assessments. Eventually all scenarios were run with KRONOS and specific conclusions were reached concerning the potential benefits of an afternoon contraflow operation (PM Zipper deployment). KW - Alternatives analysis KW - Bottlenecks KW - Contraflow lanes KW - Freeways KW - Highway traffic control KW - Oahu (Hawaii) KW - Peak hour traffic KW - Traffic congestion KW - Traffic mitigation KW - Traffic simulation UR - https://trid.trb.org/view/1104345 ER - TY - RPRT AN - 01337358 AU - Prozzi, Jolanda AU - Rutzen, Beatriz AU - Robertson, Chris AU - Prozzi, Jorge AU - Walton, C Michael AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Characteristics of the Truck Users and Non-Users of Texas Toll Roads PY - 2009/08//Technical Report SP - 120p AB - As the use of toll roads increases to finance new road infrastructure or add capacity to existing road infrastructure, the question of who use and do not use toll roads becomes increasingly important to toll road developers, financiers, Traffic and Revenue consultants, and investors, among others. The latter pertains specifically to truck usage of toll facilities. Given the high revenue margin brought in by trucks – i.e., truckers often pay between two and five times the toll rate levied on cars – it is critically important to have robust data and information about truckers’ potential usage of toll facilities. This research study thus attempted to characterize truck toll road users and non-users of Texas toll roads. Trucking company respondents (108) to an internet and telephone survey that was conducted in the Summer and Spring of 2009 were categorized as truck users and non-users of Texas toll roads and statistical analysis was conducted to provide insight into the characteristics and differences between truckers that choose to use toll roads and those that choose to avoid toll roads. The report also includes a detailed analysis of actual transaction data from the Central Texas Turnpike System. The actual data coupled with the information and perceptions expressed in the surveys provide considerable insight into the characteristics of the truck users and non-users of Texas toll roads. KW - Central Texas Turnpike KW - Commercial vehicles KW - Motor carriers KW - Statistical analysis KW - Surveys KW - Texas KW - Toll road avoidance KW - Toll roads KW - Trucks UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6044_2v2.pdf UR - https://trid.trb.org/view/1100347 ER - TY - RPRT AN - 01220471 AU - Cavell, Anthony AU - Dokka, Roy AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Reference Measurements of Pavement Management System Roadway Elevations PY - 2009/08//Final Report SP - 182p AB - New, more efficient methods of measuring road surfaces, including using moving vehicles, are being developed and deployed. Testing the veracity of such data presents its own problems. Busy, heavily traveled highways do not lend themselves to easy occupation for careful measurements by conventional means. The advent of GULFNet by the Louisiana State University (LSU) Center for Geoinformatics (C4G) provides the ability to get highly precise, accurate positions anywhere within the state tied to the National Spatial Reference System (NSRS), which enabled the establishment of benchmark sections of roadway against which the performance of new methods may be tested. The LSU C4G with the cooperation of Louisiana Department of Transportation (LADOTD) personnel accessed and measured the elevations and locations of points, quickly and safely, along test sections of highways in each LADOTD district. The precisions of the measurements, as reported by the Real-Time Kinematic (RTK) engine, averaged better than 3 cm at three standard deviations (3σ). Recommendations are made for using the measurements at the sites for testing the Moving Vehicle Rapid Mapping (MVRM) systems to assess the precisions reasonably to be expected by these systems under a variety of circumstances. KW - Elevation KW - Linear referencing systems KW - Measurement KW - Pavement management systems KW - Pavements UR - http://www.ltrc.lsu.edu/pdf/2010/fr_459.pdf UR - http://ntl.bts.gov/lib/34000/34100/34168/fr_459.pdf UR - https://trid.trb.org/view/981318 ER - TY - SER AN - 01164213 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Olson, Scott M AU - Long, James H AU - Hansen, James R AU - Renekis, Dzuigas AU - LaFave, James M AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Modification of IDOT Integral Abutment Design Limitations and Details PY - 2009/08//Research Report SP - 69p AB - The use of integral abutment bridges (IABs) is growing rapidly in the U.S., primarily because of lower maintenance costs compared to conventional bridges. However, current length and skew limitations employed by IDOT are not based on rigorous engineering analysis. To potentially expand the use of IABs in Illinois, the project team performed extensive 2-D and 3-D analyses to examine a wide range of IAB parameters in addition to length and skew. The numerical analyses yielded the following findings when the bridge structures were subjected to extreme thermal loading: (1) The presence of the backfill and development of full passive pressures against the abutment backwall have a negligible effect on the pile foundation performance. (2) The use of wingwalls that are parallel to the bridge deck (rather than parallel to the abutment backwall) has little effect on the abutment or pile foundation performance, and does not significantly reduce backfill settlement when the backfill is uncompacted. In addition, use of uncompacted backfill reduces the vertical support of the approach slab and results in greater stresses and moments in the approach slab. (3) Soil type (when the soil is reasonably competent) has only a secondary effect on the abutment and pile foundation performance. (4) Use of steel vs. concrete girders (within the limited number of girder types and sizes considered) also has only a secondary effect on the abutment and pile foundation performance. (5) Acceptable IAB length and skew combinations that induce stresses in the foundation piles that do not exceed the pile yield stress are summarized in the report. Several moment-reducing options are available to increase these limitations, including: (a) predrilling pile locations to 8 feet, (b) reducing pile embedment into the pile cap to 6 inches (creating a hinge at the pile/pile cap interface), and (c) incorporating a mechanical hinge such as that used by the Virginia DOT at the cold joint between the pile cap and the abutment. (6) Instrumenting and monitoring one or more IABs in Illinois is essential to validate the numerical modeling described in this report, and to potentially investigate the effectiveness of one or more moment-reducing options. KW - Bridge design KW - Illinois KW - Instrumentation KW - Jointless bridges KW - Length KW - Limitations KW - Numerical analysis KW - Skew angle KW - Ultimate load design UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=3013 UR - http://ntl.bts.gov/lib/55000/55700/55775/FHWA-ICT-09-054.PDF UR - https://trid.trb.org/view/923578 ER - TY - RPRT AN - 01162093 AU - Federal Highway Administration TI - Geneva Road, Center Street/1600 West (Provo) to Geneva Road/SR-89 (Pleasant Grove), Utah County : environmental impact statement PY - 2009/08//Volumes held: Draft(2v), Final(2v)(v.2 folio), Final Appendix KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/923077 ER - TY - RPRT AN - 01159283 AU - Gerber, Travis M AU - Cummins, Colin R AU - Brigham Young University AU - Utah State University, Logan AU - Utah Department of Transportation AU - Federal Highway Administration TI - Modeling and Analysis to Quantify MSE Wall Behavior and Performance PY - 2009/08//Final Report SP - 46p AB - To better understand potential sources of adverse performance of mechanically stabilized earth (MSE) walls, a suite of analytical models was studied using the computer program FLAC, a numerical modeling computer program widely used in geotechnical engineering. The suite of models represents different MSE wall configurations, focusing on differences in overall height, underlying ground slope, wall setback, and wall embedment. From these models, the distributions of relative deformation along both the vertical face and horizontal top surface of MSE walls were quantified, as were factors of safety with respect to shear strength. Limit equilibrium slope stability analyses and bearing capacity analyses were also performed to complement the FLAC results. By doing this work, the relative impacts that wall characteristics such as sloping foundation soils, wall setback and embedment, and differential compaction of the MSE wall fill have on wall behavior and performance is now better understood and quantified. KW - Bearing capacity KW - Computer models KW - Deformation KW - Earth walls KW - FLAC (Computer program) KW - Geotechnical engineering KW - Limit equilibrium KW - Mechanically stabilized earth KW - Shear strength KW - Slope stability UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=31874 UR - http://www.udot.utah.gov/main//uconowner.gf?n=14152026874638942 UR - https://trid.trb.org/view/919853 ER - TY - RPRT AN - 01158466 AU - Walton, C Michael AU - Persad, Khali AU - Wang, Zhong AU - Svicarovich, Kristen AU - Conway, Alison AU - Zhang, Guohui AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Arterial Intelligent Transportation Systems—Infrastructure Elements and Traveler Information Requirements PY - 2009/08//Technical Report SP - 271p AB - Applying Intelligent Transportation Systems (ITS) to arterial systems allows the Texas Department of Transportation (TxDOT) to significantly enhance transportation system operation efficiency and improve traffic mobility. However, no guidelines are available to assist TxDOT staff in selecting the most beneficial arterial ITS elements and desirable ITS technologies. To address these gaps, this study was initiated by TxDOT to investigate the arterial ITS elements, technologies, arterial performance measures, information dissemination technologies, and financial considerations for arterial ITS deployments and to enhance the arterial traffic operation efficiency. A variety of techniques are available to monitor and manage the traffic on arterial roadways, and ITS applications can support many of these strategies. Evaluation of these ITS strategies and available technologies to meet TxDOT needs is the essence of this research project. The research addresses two TxDOT goals: making the current transportation system more efficient through innovative arterial ITS deployments, and maximizing the benefits of existing ITS infrastructure and new arterial ITS deployments. The research team first synthesized the state-of-the-art in arterial ITS technologies and management strategies. Then critical performance measures were investigated and identified through a survey study. Next, the most beneficial ITS elements were examined and desirable ITS technologies and solutions were identified for arterial management enhancement. Various traveler information dissemination modes were studied and evaluated, and the guideline was developed to prioritize arterials suitable for ITS implementations. Finally, a case study was conducted to demonstrate representative arterial ITS applications. It was found deploying ITS technologies can significantly improve arterial system operation efficiency. The study findings provide new knowledge and practical guidance to help TxDOT better utilize existing ITS infrastructure elements and to make wise investments in future arterial ITS applications. KW - Arterial highways KW - Case studies KW - Highway traffic control KW - Intelligent transportation systems KW - Operational efficiency KW - Performance measurement KW - State of the art KW - Texas KW - Texas Department of Transportation KW - Traveler information and communication systems UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5865_1.pdf UR - https://trid.trb.org/view/919220 ER - TY - RPRT AN - 01158460 AU - Lawson, William D AU - Wood, Timothy A AU - Newhouse, Charles D AU - Jayawickrama, Priyantha W AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Culvert Rating Guide PY - 2009/08 SP - 265p AB - The purpose of this Culvert Rating Guide is to present a clear, repeatable and valid procedure for Texas Department of Transportation (TxDOT) engineers and their consultants to use for load rating culverts in the TxDOT roadway system. It is the intent of this Culvert Rating Guide to assemble, summarize and clarify the necessary information for culvert load rating, both that portion specifically addressed by policy and that portion which is not, for each of the four levels of analysis. The chapters are as follows: Chapter I provides an introduction and background to culvert load rating at TxDOT. Chapter II is devoted to culvert rating policy. This chapter identifies the governing policy associated with culvert load rating, and summarizes applicable policy guidance. Chapter III outlines the culvert rating procedure. Whereas the first two chapters provide pertinent background information, this chapter lays out how culverts should be load rated at TxDOT. This includes a flow chart which summarizes the culvert rating process. Chapter IV presents the initial step for load rating a culvert. Beginning with culvert plans, construction details, and related documentation, this chapter shows how to obtain the necessary dimensional and material property data needed for culvert load rating. Chapter V discusses culvert capacity calculations. For culvert load rating, capacity is based on equations and approaches specified in AASHTO policy. This chapter presents both the policy and a straightforward approach for determining culvert capacity to facilitate the load rating calculation. Chapter VI presents the Level 1, Level 2, and Level 3 analytical modeling approaches recommended for determining demand loads associated with culvert load rating. The discussion addresses the assumptions associated with each modeling level, specification of the analytical model, assigning boundary conditions, and defining and applying dead load and live loads. This chapter also discusses available structural analysis software packages, and identifies the most common software package used in TxDOT for each level. Finally, this chapter presents a detailed, step‐by‐step procedure for calculating demand loads using the representative software package. Chapter VII discusses Level 4 modeling. This includes generalized guidance about applications, modeling approaches, software selection, and analytical procedures. Chapter VIII discusses limitations associated with use of this Guide. These include culvert type, deep fill culverts, submerged culverts, saturated soils and backfill soil modulus values. This Guide includes six appendices. Appendix A presents an example of how to accomplish the first step in culvert rating; that is, obtaining the structural rating parameters from the design drawings. Appendix B continues this example, explaining how to calculate the culvert capacity. Appendices C through E continue the example by presenting how to perform demand load calculations and culvert load rating based on Level 1, Level 2, and Level 3 modeling approaches. Appendix F presents the policy source documents for culvert load rating. KW - Culvert capacity KW - Culverts KW - Guidelines KW - Handbooks KW - Load factor KW - Load rating (Culverts) KW - Mathematical models KW - Policy KW - Software packages KW - Texas KW - Texas Department of Transportation UR - https://trid.trb.org/view/919217 ER - TY - RPRT AN - 01158458 AU - Newhouse, Charles D AU - Bole, Scott A AU - Burkett, W R AU - Nash, Phillip T AU - El-Shami, Mostafa AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Proposed Modifications to the LRFD Design of U-Beam Bearings PY - 2009/08//Research Report SP - 7p AB - This report contains proposed modifications to the Texas Department of Transportation (TxDOT) Load and Resistance Factor Design (LRFD) Bridge Design Manual. The modifications concern the LRFD of U-beam bearings found in Chapter 3 (Superstructure Design) Section 6 and Chapter 5 (Other Designs) Section 2. KW - Bridge bearings KW - Bridge design KW - Elastomeric bridge bearings KW - Load and resistance factor design KW - Manuals KW - Revisions KW - Texas KW - Texas Department of Transportation KW - U beams UR - http://www.depts.ttu.edu/techmrtweb/Reports/Products/0-5834-P1.pdf UR - https://trid.trb.org/view/919233 ER - TY - RPRT AN - 01156589 AU - Prozzi, Jolanda AU - Flanagan, Kate AU - Loftus-Otway, Lisa AU - Porterfield, Beth AU - Persad, Khali AU - Prozzi, Jorge A AU - Walton, C Michael AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Actual vs. Forecasted Toll Usage: A Case Study Review PY - 2009/08//Technical Report SP - 168p AB - Reliable traffic and revenue (T&R) forecasts are critical to the success of toll proposals. However, a number of studies by the bond rating agencies—specifically Standard & Poor’s (S&P)—have shown that a majority of toll roads failed to meet revenue expectations in their first full year of operation. These studies alluded to the existence of an optimism bias in T&R forecasts, with an over-estimation of traffic by 20-30 percent in the first five years of operation. This uncertainty contributes to increased risks about the feasibility of toll roads, requirements for escrow accounts of up to 30 percent of the amount borrowed, and thus high interest payments (and ultimately higher costs to the users) to compensate investors for higher risks. The objective of this research study was to expand upon the analysis conducted by the bond rating agencies. The research focused on toll road case studies that have been operational for varying lengths of time in areas with similar demographic and transportation characteristics as Central Texas. Special care was taken to ensure the inclusion of more mature systems. This research report (a) summarizes the analysis done by S&P, J.P. Morgan, and a recent National Cooperative Highway Research Program Synthesis study on toll road demand and revenue forecasting; (b) details the researchers’ understanding of the general T&R approach used by the industry; (c) documents the research approach and summarizes the salient case study findings; (d) lists a number of areas that require an improved understanding to enhance the reliability of T&R forecasts of toll roads; (e) provides specific recommendations to address some of the concerns about data and data sourcing, the identification of key variables and how they are considered in the T&R forecasts, the limitations of the modeling methods used, and the sensitivity of T&R forecasts to changes in key variables; and (f) concludes with a brief description of the next year’s research activities. KW - Case studies KW - Forecasting KW - Revenues KW - Toll roads KW - Traffic forecasting KW - Travel demand UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6044_1.pdf UR - https://trid.trb.org/view/917306 ER - TY - RPRT AN - 01154727 AU - Meegoda, Jay N AU - Juliano, Thomas M AU - Tang, Chi AU - New Jersey Institute of Technology, Newark AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Culvert Information Management System – Demonstration Project PY - 2009/08//Final Report SP - 51p AB - The overall objective of the research was to develop a pilot scale Culvert Information Management System (CIMS) that will comply with both requirements stipulated by the Governmental Accounting Standards Board (GASB-34) and new federal storm water regulations. A framework for inspection and rehabilitation/replacement of corrugated steel culvert pipes (culverts) is developed, and this report will form the basis for the creation of a computerized CIMS. The justification of the development of the CIMS is based on recent GASB-34 requirements. The CIMS will serve as a vehicle for evaluating underground infrastructure assets, specifically culverts, and facilitate computing present worth and comparing present costs of preserving them. Benefits of the CIMS will include long-term savings that should accrue from adopting optimized preventive maintenance strategies. The Condition States of culverts are used to express the extent of their deterioration. Different rehabilitation options are discussed and recommendations are made for deteriorated culverts. These options that will be incorporated into the CIMS, use survival probabilities based on the condition state of culverts. The survival probabilities for being in Condition States 1, 2, 3 or 4 are computed based on minimal field data. However, the CIMS requires additional field data for culverts or laboratory tests that mimic field conditions to enhance this capability. The CIMS is capable of analyzing decisions to inspect, rehabilitate/replace or do nothing at both project and network levels. At the project level this is achieved by comparing inspection and/or rehabilitation/replacement costs with risks and costs associated with failure. At the network level, the associated costs are optimized to meet annual maintenance budget allocations by prioritizing culverts needing inspection and rehabilitation/replacement. The CIMS consists of three major computer software components: databases, user interfaces, and a data administration module. Secondary components include an inlet/outlet structures module and a culvert segments module. The inlet/outlet structures module will store all the storm water data such as the quality/quantity of water and the receiving and discharge watersheds. Users will be able to retrieve culvert and inlet/outlet information and generate reports via location and road/milepost for condition state and assets needing immediate repair. The CIMS will also do the following operations: Maintain an up-to-date inventory of eligible infrastructure assets; Perform condition assessments of eligible infrastructure assets at least every three years, using a replicable basis of measurement and measurement scale; Summarize the results, noting any factors that may influence trends in the information reported; and Estimate yearly the annual amount needed to maintain and preserve the eligible infrastructure assets at or above a prescribed level. KW - Asset management KW - Condition surveys KW - Culverts KW - Databases KW - Inspection KW - Inventory KW - Management information systems KW - Rehabilitation (Maintenance) KW - Strategic planning KW - User interfaces (Computer science) UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2009-017.pdf UR - https://trid.trb.org/view/915907 ER - TY - RPRT AN - 01154178 AU - Ullman, Brooke R AU - Trout, Nada D AU - Ullman, Gerald L AU - Texas Transportation Institute AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Recommended Messages for Truck-Mounted Changeable Message Signs During Mobile Operations PY - 2009/08//Final Report SP - 90p AB - The use of truck-mounted changeable message signs (TMCMSs) for mobile operations is desirable for providing drivers with information to better prepare them for unexpected conditions. Traditionally, temporary traffic control for mobile operations has been limited to arrow panels and sometimes static warning messages mounted to the work vehicle. The use of warning signs in advance of the work operation is typically not practical due to the constant movement or stop-and-go nature of the work. TMCMSs can fill an information gap for these mobile operations by providing drivers with better information regarding both the operation and the expected actions based on the operation. Based on the findings of both a human factors laboratory study and field evaluations conducted during this research and basic message design principles, researchers have created a sampling of recommended messages for use on TMCMSs during mobile operations. These messages are defined by the type of work, road type, and identified concerns being addressed by the message. KW - Field studies KW - Human factors KW - Laboratory studies KW - Messages (Communications) KW - Mobile maintenance operations KW - Truck mounted variable message signs KW - Variable message signs KW - Work zone traffic control UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/Truck-Mounted%20Changes%20-%20FHWA-WY-0907F.pdf UR - http://ntl.bts.gov/lib/44000/44300/44323/Truck-Mounted_Changes_-_FHWA-WY-0907F.pdf UR - https://trid.trb.org/view/915752 ER - TY - RPRT AN - 01153270 AU - Houston, Nancy AU - Booz Allen Hamilton AU - Federal Highway Administration TI - Good Practices in Transportation Evacuation Preparedness and Response: Results of the FHWA Workshop Series PY - 2009/08//Final Report SP - 20p AB - This document provides an overview of the good practices identified during a series of multi-state workshops on Transportation Evacuation Preparedness and Response in four regions across the United States. Good practices are not presented in priority order, but rather were grouped in the three workshop phases as follows: Preparation and Activation; Response; and Re-entry and Return to Readiness. The four workshops were based on the Federal Highway Administration’s three volume primer series, "Routes to Effective Evacuation Planning Primer Series": Using Highways for Notice Evacuations; Using Highways for No-Notice Evacuations; and Evacuating Populations With Special Needs. KW - Disaster preparedness KW - Disasters and emergency operations KW - Evacuation KW - Routes and routing KW - U.S. Federal Highway Administration KW - Workshops UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09040/fhwahop09040.pdf UR - https://trid.trb.org/view/914867 ER - TY - RPRT AN - 01149200 AU - Meegoda, Jay N AU - Juliano, Thomas Michael AU - New Jersey Institute of Technology, Newark AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Corrugated Steel Culvert Pipe Deterioration PY - 2009/08//Final Report SP - 78p AB - This research provides the basis for developing a comprehensive plan for inspection, cleaning, condition assessment and prediction of remaining service life of CSCP (Corrugated Steel Culvert Pipe). Inspection frequency guidelines were developed that rate CSCPs at three levels. The rating categories are based on the following factors: corrosion and erosion, bed load, pH, and culvert size, age and importance, and are ranked according to increasing need; e.g., annual inspections are recommended for Category III (older pipes with reported problems). A four condition state assessment system based upon the Caltrans system was developed, including quantifiable section losses, specific surface features, and a prescribed response associated with each condition state. A Markov deterioration model was used to predict the future condition state of new CSCP in urban and rural settings. These improvements will be addressed in the next phase of the research project within the context of a Culvert Information Management System (CIMS). In addition, the Weibull distribution will replace the Markov model for predicting the remaining service life of CSCP in the next phase of this project. The proposed CIMS will be capable of analyzing decisions to inspect, rehabilitate/replace, or do nothing at both project and network levels. At the project level this will be achieved by comparing inspection and/or rehabilitation/replacement costs with risks and costs associated with failure. At the network level, the associated costs will be optimized to meet annual maintenance budget allocations by prioritizing CSCPs needing inspection and rehabilitation/replacement. CIMS will also be used to estimate the required annual budgetary allocation for a stipulated planning horizon to maintain or improve the aggregate condition state of the CSCP network, or to maintain or improve the total highway CSCP network asset value, thereby meeting the GASB-34 requirements. The optimum sequential path in the annual decision making process may then be determined using a combination of operations research tools. A framework for real time and automated monitoring of the condition of culverts based on the identification of internal defects via video inspection was developed. An innovative approach of judiciously extracting image frames from the video and analyzing the frames to locate and categorize major defects was developed. Each frame is preprocessed to enhance contrast using an adaptive scheme and reduced dimensionality in pixel-space by implementing region based processing. The preprocessing is followed by a two-step image segmentation process, which implements a background elimination procedure in the first step and shape detection in the second step. Fuzzy clustering is used as the underlying segmentation model. Defect shape and depth information after post-processing are used as input to an automated condition state assessment methodology. A simple formulation based on both the damage area and depth is then utilized to assess the condition of culverts based on a 4-point condition assessment scale. The proposed framework was demonstrated with a test example. Future research would entail consolidating the concept by extensive testing and integration for real time application. KW - Budgeting KW - Cleaning KW - Condition surveys KW - Corrugated pipe culverts KW - Corrugated steel KW - Costs KW - Decision making KW - Inspection KW - Management information systems KW - Rehabilitation (Maintenance) KW - Replacement KW - Service life KW - Structural deterioration and defects KW - Video cameras UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2006-007.pdf UR - https://trid.trb.org/view/911531 ER - TY - RPRT AN - 01145989 AU - Obeng-Boampong, Kwaku AU - Ding, Liang AU - Henk, Russell H AU - Garcia, Mei AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Frontage Road Yield Treatment Analysis Tool (FRYTAT) Database: User Guide PY - 2009/08//Product SP - 42p AB - The Texas Department of Transportation (TxDOT) sponsored Project 0-4986, “An Assessment of Frontage Road Yield Treatments,” to assess the effectiveness of a wide variety of frontage road–exit ramp and frontage road–U-turn yield treatments that exist in Texas. Toward this goal, simulation modeling procedures compensated for the impracticability of the data collection effort that would be required to compile every possible combination of volume, geometry and yield treatment types. Researchers ran several simulations and generated significant numbers of measures of performance and comparative analysis. To better present the data in a more coherent manner, they developed a database tool to incorporate the results of the research and present these results in a format that would be useful to TxDOT staff. This report is the user guide for that database tool, the Frontage Road Yield Treatment Analysis Tool (FRYTAT). KW - Computer program documentation KW - Databases KW - Frontage roads KW - FRYTAT (Computer program) KW - Highway operations KW - Off ramps KW - Performance measurement KW - Texas KW - Traffic simulation KW - U turns KW - Yield treatments UR - http://tti.tamu.edu/documents/0-4986-P2.pdf UR - https://trid.trb.org/view/906670 ER - TY - RPRT AN - 01145976 AU - Songchitruksa, Praprut AU - Balke, Kevin N AU - Zeng, Xiaosi AU - Chu, Chi-Leung AU - Zhang, Yunlong AU - Pesti, Geza AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluating and Improving Incident Management Using Historical Incident Data: Case Studies at Texas Transportation Management Centers PY - 2009/08//Technical Report SP - 330p AB - The companion guidebook (0-5485-P2) developed as part of this study provides the procedures and methodologies for effective use of historical incident data at Texas Transportation Management Centers (TMCs). This research report documents the results from the case studies conducted using the procedures outlined in the guidebook. Researchers examined the data collected from three Texas TMCs, which are Houston’s TranStar, Austin’s Combined Transportation and Emergency Communications Center (CTECC), and Fort Worth’s TransVISION. Researchers conducted six categories of analyses in this study – (a) analysis of incident characteristics, (b) hot spot analysis, (c) incident impact estimation, (d) analysis of incident management performance measures, (e) incident duration prediction, and (f) incident-induced congestion clearance time prediction. Researchers found that historical incident data can be effectively used to support incident management and performance evaluation processes both reactively and proactively. Some procedures need to be automated to be used efficiently in day-to-day operations. As such, various prototype tools, such as the incident duration and incident-induced congestion clearance prediction tools, were developed during this study to facilitate and automate the proposed methodologies. These prototype tools provided a platform for the Texas Department of Transportation to deploy the research results in the future. KW - Austin (Texas) KW - Case studies KW - Clearance time (Traffic incidents) KW - Computer models KW - Data analysis KW - Fort Worth (Texas) KW - Houston (Texas) KW - Incident duration KW - Incident management KW - Performance measurement KW - Texas KW - Traffic control centers KW - Traffic incidents UR - http://tti.tamu.edu/documents/0-5485-1.pdf UR - https://trid.trb.org/view/906589 ER - TY - RPRT AN - 01145973 AU - Wimsatt, Andrew J AU - Chang-Albitres, Carlos M AU - Krugler, Paul E AU - Scullion, Tom AU - Freeman, Thomas John AU - Valdovinos, Maria B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Considerations for Rigid vs. Flexible Pavement Designs When Allowed as Alternate Bids: Technical Report PY - 2009/08//Technical Report SP - 134p AB - This report documents the research conducted for the Texas Department of Transportation (TxDOT) concerning the use of pavement alternates. The scope of the project includes reviewing the state-of-the-practice in methods used for pavement type selection, interviewing TxDOT key personnel with experience in developing pavement structure alternatives, conducting a side-by-side comparison of current TxDOT pavement design methods, developing guidelines with a protocol for considering rigid versus flexible pavement designs when allowed alternate bids, and developing the Alternate Pavement Design Analysis Tool (APDAT) for pavement type analysis. KW - Alternatives analysis KW - Flexible pavements KW - Guidelines KW - Pavement design KW - Rigid pavements KW - State of the practice UR - http://tti.tamu.edu/documents/0-6085-1.pdf UR - https://trid.trb.org/view/906594 ER - TY - RPRT AN - 01143779 AU - Briaud, Jean-Louis AU - Govindasamy, Anand V AU - Kim, Dongkyun AU - Gardoni, Paolo AU - Olivera, Francisco AU - Chen, Hamn-Ching AU - Mathewson, Christopher AU - Elsbury, Kenneth AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Simplified Method for Estimating Scour at Bridges PY - 2009/08//Technical Report SP - 486p AB - This research proposes a new method to assess a bridge for scour. It is made up of three levels of assessments. The first level is termed Bridge Scour Assessment 1 (BSA 1). The second and third levels are termed BSA 2 and BSA 3, respectively. BSA 1 overcomes the qualitative nature of current initial evaluation procedures by extrapolating present scour measurements to obtain the scour depth corresponding to a specified future flood event. It utilizes computer-generated extrapolation charts based on a large combination of hypothetical bridges, which relate the future scour depth/maximum observed scour depth ratio to the future flood velocity/maximum observed flood velocity ratio. BSA 2 has to be carried out if BSA 1 does not conclude with a specific plan of action for the bridge. BSA 2 determines the maximum scour depth. Though conservative, BSA 2 was introduced due to its simplicity. BSA 3 has to be carried out if BSA 2 does not conclude with a specific plan of action. BSA 3 involves the calculation of time-dependent scour depth rather than simply using the maximum scour depth. BSA 3 is valuable in the case of highly erosion-resistant materials that do not achieve the maximum scour depth within the lifetime of a bridge. Both BSA 2 and BSA 3 utilize erosion classification charts that replace site-specific erosion testing for preliminary evaluations. The scour vulnerability depends on the comparison of the predicted scour depth and the allowable scour depth of the foundation. Hydrologic and hydraulic computer programs were developed to obtain the flow parameters. These programs generate maps of the maximum previous flood recurrence interval experienced by a specified bridge in Texas and converts flow into flow velocities. The 11 case histories used as validation showed good agreement between predicted and measured values. BSA 1 was then applied to 16 bridges. In this process, 6 out of 10 scour-critical bridges were found to be stable in terms of scour. The proposed bridge scour assessment procedure allows for the economical and relatively simple evaluation of scour-critical bridges. It also overcomes the over-conservatism in current methods. KW - Bridges KW - Case studies KW - Computer programs KW - Evaluation and assessment KW - Floods KW - Flow velocity KW - Hydraulics KW - Hydrology KW - Scour UR - http://tti.tamu.edu/documents/0-5505-1.pdf UR - http://ntl.bts.gov/lib/56000/56100/56117/TX-0-5505-1.PDF UR - https://trid.trb.org/view/904203 ER - TY - RPRT AN - 01143776 AU - Noble, James S AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Union Pacific Sedalia and Jefferson City Subdivisions Freight & Passenger Rail Capacity Analysis – Phase 2 PY - 2009/08//Final Report SP - 21p AB - The objective of this study was to analyze a list of rail enhancements that addresses current passenger and freight rail performance on the Union Pacific line from St. Louis to Kansas City in order to improve on-time passenger service and reduce freight delays. Amtrak delay data for January 1, 2008 – June 30, 2009 was obtained in order to evaluate both the sources of delay and the location of delay. Researchers found that the 2008 data FTI (Freight Train Interference) has the highest percentage of delay minutes (53.38%), followed by DSR (Temporary Speed Restrictions = 15.09%) and PTI (Passenger Train Interference = 9.90%). The top three causes contribute to 78.17% of the overall Amtrak delay. In general, the delay profile for 2008 was the same as for 2005, however, there were significant differences in the first half of 2009, specifically, FTI delay was reduced by almost 50% and the overall delay minutes are on pace to be 33% of the total minutes in 2005 and 2008. KW - Amtrak KW - Freight and passenger traffic KW - Freight trains KW - Improvements KW - On time performance KW - Passenger trains KW - Railroad capacity KW - Railroad delays KW - Train delays KW - Union Pacific Railroad UR - http://library.modot.mo.gov/RDT/reports/Rd09049/or10004.pdf UR - https://trid.trb.org/view/904269 ER - TY - RPRT AN - 01143764 AU - Cooner, Scott A AU - Rathod, Yatinkumar K AU - Alberson, Dean C AU - Bligh, Roger P AU - Ranft, Stephen E AU - Sun, Dazhi AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Performance Evaluation of Cable Median Barrier Systems in Texas PY - 2009/08//Technical Report SP - 120p AB - Since 2003, the Texas Department of Transportation (TxDOT) has embarked on an aggressive campaign to install median barriers to prevent cross-median crashes on freeway facilities statewide. In the few years prior to 2003, virtually all fatalities on interstate facilities (96 percent) were the result of cross-median crashes. TxDOT used special safety funding to accelerate projects and decided to primarily implement high-tension cable/wire rope median barrier systems in lieu of concrete so that more roadway miles could be protected. This report documents the performance evaluation of various cable barrier systems in Texas. The research evaluated TxDOT’s experience with cable barrier systems by analyzing installation cost, recurring maintenance costs and experiences, crash history before and after implementation, and field performance. Some of the key findings include: 1) From a capital cost and life-cycle cost perspective, cable barrier is an attractive option compared to concrete median barrier. 2) There has been a lack of coordination between TxDOT and emergency responders during the project planning and maintenance phases of cable barrier system projects. 3) Maintenance costs and personnel requirements for cable barrier systems can be substantial and constrained maintenance budgets and personnel availability for frequent repair needs are issues. 4) Cable barriers are performing extremely well and have had very few cases of penetration unless there were nonstandard impact conditions. Researchers believe that the cable barriers are functioning according to their intended design and are restraining vehicles that impact them in fashions similar to NCHRP 350 crash-testing guidelines. 5) The installation of cable barriers has produced significant benefits with a reduction of 18 fatalities and 26 incapacitating injuries in the first full year. This reduction equates to an almost $46 million economic benefit based on current crash cost values used in evaluation of projects for safety funding. 6) Due to problems experienced in Texas and other states, soil conditions should be considered as part of the project development process for cable barrier system installations. KW - Anchorages KW - Before and after studies KW - Cable barriers KW - Costs KW - Crash injuries KW - Cross median accidents KW - Economic benefits KW - Fatalities KW - Field performance KW - Freeways KW - Maintenance KW - Median barriers KW - Soil structure interaction KW - Soils KW - Texas UR - http://tti.tamu.edu/documents/0-5609-1.pdf UR - http://www.youtube.com/watch?v=jvTxsJrL40g UR - https://trid.trb.org/view/904172 ER - TY - RPRT AN - 01143757 AU - Masad, Eyad A AU - Rezaei, Arash AU - Chowdhury, Arif AU - Harris, Pat AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Predicting Asphalt Mixture Skid Resistance Based on Aggregate Characteristics PY - 2009/08//Technical Report SP - 226p AB - The objective of this research project was to develop a method to determine the skid resistance of an asphalt mixture based on aggregate characteristics and gradation. Asphalt mixture slabs with different combinations of aggregate sources and mixture designs were fabricated in the laboratory, and their skid resistance was measured after different polishing intervals. The wheel-polishing device developed by the National Center for Asphalt Technology (NCAT) was used for polishing the slabs. Frictional characteristics of each slab were measured by sand patch method, British Pendulum, Dynamic Friction Tester (DFT), and Circular Texture Meter (CTMeter). Aggregates were characterized using a number of conventional test methods, and aggregate texture was measured using the Aggregate Imaging System (AIMS) after different polishing intervals in the Micro-Deval device. Petrographic analyses were performed using thin sections made with aggregates from each of these sources. Petrographic analyses provided the mineralogical composition of each source. The aggregate gradation was quantified by fitting the cumulative Weibull distribution function to the gradation curve. This function allows describing the gradation by using only two parameters. The results of the analysis confirmed a strong relationship between mix frictional properties and aggregate properties. The main aggregate properties affecting the mix skid resistance were Polish Stone Value, texture change before and after Micro-Deval measured by AIMS, terminal texture after Micro-Deval measured by AIMS, and coarse aggregate acid insolubility value. The analysis has led to the development of a model for the International Friction Index (IFI) of asphalt mixtures as a function of polishing cycles. The parameters of this model were determined as functions of (a) initial and terminal aggregate texture measured using AIMS, (b) rate of change in aggregate texture measured using AIMS after different polishing intervals, and (c) the Weibull distribution parameters describing aggregate gradation. This model allows estimating the frictional characteristics of an asphalt mixture during the mixture design stage. KW - Aggregate gradation KW - Aggregates KW - Asphalt mixtures KW - Friction KW - International Friction Index KW - Laboratory tests KW - Mineralogy KW - Petrography KW - Polished stone value test KW - Polishing (Aggregates) KW - Skid resistance KW - Texture UR - http://tti.tamu.edu/documents/0-5627-1.pdf UR - http://ntl.bts.gov/lib/56000/56100/56119/TX-0-5627-1.PDF UR - https://trid.trb.org/view/904162 ER - TY - RPRT AN - 01143664 AU - Mabey, Matthew A AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Monitoring of Bioengineering Stabilization Projects PY - 2009/08//Final Report SP - 100p AB - Four sites with bioengineered stream banks were monitored for four years. Observations included quantitative measurements of stream discharge, stage and velocity. No bank erosion was observed to have affected the stream banks at any of the monitoring sites. KW - Bank protection KW - Banks (Waterways) KW - Bioengineering KW - Embankments KW - Erosion control KW - Monitoring KW - Soil stabilization KW - Stream restoration KW - Streamflow UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Bioeng_Stabilization.pdf UR - https://trid.trb.org/view/903558 ER - TY - SER AN - 01142620 JO - TechBrief PB - Federal Highway Administration TI - Improved Corrosion-Resistant Steel for Highway Bridge Construction Knowledge-Based Design PY - 2009/08 SP - 4p AB - The use of weathering steels for construction of new highway bridges has recently increased significantly. These steels provide construction cost savings of more than 10 percent because there is no need to paint the steel, as unpainted steel is easier to install and handle. In addition, the life-cycle cost savings are more than 30 percent because weathering steels require less maintenance and are more durable than common construction steels. Also, use of weathering steels provides significant environmental benefits because there are no volatile organic compounds from paints, and there is no need for removal or disposal of contaminated blast debris over the life span of the structure. However, the current weathering steels are not considered adequate for marine and other high saline environments. The objective of this project was to point out new directions for the development of low-cost steels with much better weathering characteristics than those of currently used weathering steels. Based on research performed by different groups and on work performed at Northwestern University, it was found that many of the less used elements in steel such as aluminum (Al), titanium (Ti), tungsten (W), and rare earths (REs) could significantly improve the weatherability of steel. Weathering steel could not be designed solely on its weathering characteristics. The composition should be optimized in respect to weathering characteristics, strength, ductility and fracture properties, ease of processing and fabrication, cost, and adverse health effects. KW - Aluminum KW - Bridge design KW - Costs KW - Ductility KW - Environmental impacts KW - Fabrication KW - Fracture properties KW - Life cycle costing KW - Rare earths KW - Strength of materials KW - Titanium KW - Tungsten KW - Weathering steel UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/09053/09053.pdf UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/09053/index.cfm UR - https://trid.trb.org/view/903047 ER - TY - RPRT AN - 01142619 AU - Lindquist, Will D AU - Darwin, David AU - Browning, JoAnn AU - University of Kansas, Lawrence AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Development and Construction of Low-Cracking High-Performance Concrete (LC-HPC) Bridge Decks: Free Shrinkage, Mixture Optimization and Concrete Production PY - 2009/08//Final Report SP - 546p AB - The development and evaluation of low-cracking high-performance concrete (LC-HPC) for use in bridge decks is described based on laboratory test results and experience gained during the construction of 14 bridges. This report emphasizes the material aspects of the construction process; a companion report will provide a detailed discussion of the construction, design, and environmental factors affecting the performance of LC-HPC bridge decks. The KU Mix design methodology for determining an optimized combined gradation uses the percent retained chart and the Modified Coarseness Factor Chart. The process begins by developing an ideal gradation followed by the determination of an optimum blend of user-selected aggregates. A Microsoft® Excel workbook enhanced with Visual Basic for Applications is available to perform the optimization process at www.iri.ku.edu. The second portion of the study involves evaluating the effect of paste content, water-cement (w/c) ratio, coarse aggregate type, mineral admixture type (silica fume, slag cement, and Class F fly ash each at two levels of replacement), cement type and fineness, a shrinkage reducing admixture, and the duration of curing on the free-shrinkage characteristics of concrete mixtures in the laboratory tested in accordance with ASTM C 157. The final portion of the study presents the specifications, construction experiences, and the preliminary evaluation of 14 LC-HPC bridge decks that have been built or are planned in Kansas. The techniques used to reduce cracking in these bridge decks are presented, and the field experiences for the 18 individual LC-HPC placements completed to date are presented. The results indicate that LC-HPC decks with an optimized aggregate gradation and design w/c ratios of 0.44 and 0.45 with cement contents of 317 and 320 kg/m³ (535 and 540 lb/yd³) have more than adequate workability, finishability, and pumpability, in addition to reduced cracking. A preliminary evaluation of these decks indicates that, on average, the LC-HPC decks are performing at a level approximately equal to or exceeding the best performing monolithic decks in Kansas surveyed over the past 15 years. KW - Admixtures KW - Aggregate gradation KW - Bridge decks KW - Cement KW - Cement content KW - Coarse aggregates KW - Concrete curing KW - Construction KW - Cracking KW - Curing time KW - Field tests KW - High performance concrete KW - Kansas KW - Laboratory tests KW - Mix design KW - Optimization KW - Shrinkage KW - Specifications KW - Water cement ratio UR - http://www.ksdot.org/PublicLib/publicDoc.asp?ID=003793376 UR - http://ntl.bts.gov/lib/31000/31200/31204/FHWA-KS-09-5_FinalReport.pdf UR - https://trid.trb.org/view/902956 ER - TY - RPRT AN - 01142139 AU - Baker, Teddie A AU - Bufalino, Michael E AU - Ford, M L AU - Kale, S R AU - Oregon Department of Transportation AU - Mark Ford and Associates LLC AU - Kale Consulting LLC AU - Federal Highway Administration TI - Analysis of the Connect Oregon Program through Two Project Selection Cycles PY - 2009/08 SP - 38p AB - The Oregon Legislature passed a law establishing the Multimodal Transportation Fund in 2005. The fund was part of what became known as the Connect Oregon program, with the purpose of making public and private investments in aviation, marine, rail, and transit. The legislation provided $100 million in state lottery bond revenues to fund the program. In 2007, the legislature provided another $100 million. For the $200 million available through Connect Oregon, a total of 181 project applications were received, and 73 were selected for funding. By June 30, 2009, 27 projects had been completed, and most of the others were under construction or in design. This report is intended to help inform other states considering a collaborative approach to multimodal transportation funding programs. The report is comprised of the following sections: (1) an overview of Connect Oregon legislation and administration; (2) procedures for submitting, reviewing, evaluating, and prioritizing Connect Oregon applications and for making final funding recommendations; (3) a comparison of Connect Oregon I and Connect Oregon II results by region, mode, and size of funding request; and (4) a discussion of participant feedback and lessons learned. KW - ConnectOregon Program KW - Financing KW - Intermodal transportation KW - Investments KW - Multimodal transportation KW - Project management KW - Public participation KW - Transportation planning UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Connect_Oregon_FR.pdf UR - https://trid.trb.org/view/901833 ER - TY - RPRT AN - 01141676 AU - Oghumu, Stanley Onyema AU - Louisiana State University, Baton Rouge AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Finite Element Modeling Approach and Performance Evaluation of Fiber Reinforced Polymer Sandwich Bridge Panels PY - 2009/08//Final Report SP - 286p AB - In the United States, about 27% of the bridges are classified as structurally deficient or functionally obsolete. Bridge owners are continually investigating methods to effectively retrofit existing bridges, or to economically replace them with new ones. Modern composite materials for structural applications, at one time only in the domain of aerospace engineering, are increasingly making their way into civil engineering applications. In addition to retrofitting current concrete and steel structures using FRP sheets or plates, a great deal of work is being conducted to develop versatile, fully-composite structural bridge systems. To reduce the self-weight and also achieve the necessary stiffness, sandwich panels are usually used for bridge decks. However, due to the geometric complexity of the FRP sandwich, convenient methods for bridge design have not been developed. The present study aims at developing finite element modeling techniques for sandwich structures. Parametric studies are carried out with the objective of developing equivalent elastic properties, which would be useful parameters in design. A distinction is made between in-plane and out-of-plane behavior, and properties are derived accordingly. The performance of the sandwich, such as the interface stress between the flange and wearing surface can be evaluated. Therefore, through finite element modeling, optimization can be achieved in order to minimize the interface stress. The contribution of stiffness of the wearing surface to structural performance, a factor which is not usually accounted for in typical design procedures, is also examined. An effort is also made to analyze the temperature effects on the structure’s performance. A conceptual approach aimed at studying the thermal performance of the panel due to both uniform and gradient temperature variations is presented. KW - Bridge design KW - Composite materials KW - Elasticity (Mechanics) KW - Fiber reinforced plastics KW - Finite element method KW - Interfacial properties KW - Mathematical models KW - Sandwich panels KW - Stiffness KW - Stresses KW - Structural performance KW - Temperature UR - http://www.ksdot.org/PublicLib/publicDoc.asp?ID=003794656 UR - http://ntl.bts.gov/lib/31000/31200/31202/FHWA-KS-09-3_FinalReport.pdf UR - https://trid.trb.org/view/902111 ER - TY - RPRT AN - 01141670 AU - Distlehorst, Jennifer A AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Cost Effective Bridge Deck Reconstruction in Kansas Using High-Density Concrete Overlays and Asphalt Overlays PY - 2009/08//Final Report SP - 105p AB - In 1976 the Federal Highway Administration (FHWA) approved federal aid funding for experimental installations of corrosion protection for reinforcing steel in existing concrete bridge decks. Sixteen of the sixty-nine Kansas bridges with cost effective overlays built between 1976 and 1987 were selected for ongoing monitoring of delaminations, cracking and corrosion potential in the reinforcing bars. Fourteen bridges with low water-cement ratio concrete overlays and two bridges with asphalt membrane protective systems were monitored annually for the life of the overlays. Eight of the low water-cement ratio overlays were constructed with high-cement-content Iowa System Overlays and six with lower-cement-content Kansas System Overlays. The two asphalt membrane overlays were constructed with a non-woven polypropylene fabric membrane laid onto asphalt cement and overlaid with hot-mix asphalt as a wearing surface. A comparison of service life with initial cost of each type of overlay shows that correctly-installed asphalt membrane overlays may have been the most cost effective, followed by the Kansas System concrete overlays. KW - Bituminous overlays KW - Bridge decks KW - Cement content KW - Concrete density KW - Concrete overlays KW - Corrosion KW - Cost effectiveness KW - Cracking KW - Delamination KW - Impervious membranes KW - Kansas KW - Membrane interlayer KW - Polypropylene KW - Reinforcing bars KW - Service life KW - Water cement ratio UR - http://www.ksdot.org/PublicLib/publicDoc.asp?ID=003794651 UR - http://ntl.bts.gov/lib/31000/31200/31200/FHWA-KS-07-4_FinalReport.pdf UR - https://trid.trb.org/view/902113 ER - TY - RPRT AN - 01141663 AU - Sezen, Halil AU - Fox, Patrick J AU - Yeau, Kyong Y AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Verification of ODOT's Load Rating Analysis Programs for Metal Pipe and Arch Culverts PY - 2009/08//Final Report SP - 263p AB - The main objective of this study was to evaluate and improve the Ohio Department of Transportation's (ODOT's) current load rating procedures for corrugated metal culverts. This objective is achieved by testing 39 in-service culverts under static and dynamic loads, by evaluating the response of test culverts using available theoretical methods and numerical simulations, and by evaluating and advancing the current analysis tools and load rating methods based on the analytical and experimental evidence generated in this research. The experimental program was conducted to investigate the influence of several parameters on the field performance of culverts in Ohio. These parameters include backfill height, various static and dynamic load applications, and existing condition, size, shape, and other properties of corrugated metal culverts. Experimental results show that culvert deflections decrease nonlinearly with increasing backfill height. Deflections and strains were nearly zero in deep culverts with backfill height larger than 13 ft (4 m). Under static and dynamic truck loading, culvert deflections and strains increased significantly when the backfill height was less than about 6.5 ft (2.0 m). Responses of some of the test culverts were simulated using the two-dimensional finite element program CANDE. Deflections predicted from CANDE analysis were larger than deflections measured in the field. However, the moments and thrusts calculated from experimental strains were similar to those calculated using theoretical methods and CANDE. Experimental data and available theoretical studies were used to evaluate the current load rating methods. Recommendations are made to improve the analysis and evaluation procedures for corrugated metal culverts. Recommendations are based on an extensive review of load rating procedures and design practices, experimental data from 39 test culverts, and theoretical and numerical investigations. The recommended load rating procedures do not consider the effect of cover depth. New capacity reduction factors are introduced for culvert wall and seam, which require different appraisals for wall and seam during annual inspections. The authors recommend changes to rating factors for deep culverts and culverts subjected to low live load stresses. KW - Backfill soils KW - CANDE (Computer program) KW - Corrugated metal culverts KW - Deflection KW - Dynamic loads KW - Field tests KW - Finite element method KW - Height KW - Load factor KW - Metal arch culverts KW - Metal pipe KW - Ohio KW - Recommendations KW - Simulation KW - Static loads KW - Strain (Mechanics) KW - Theoretical studies UR - http://worldcat.org/oclc/441917922/viewonline UR - https://trid.trb.org/view/902087 ER - TY - RPRT AN - 01141661 AU - Huang, Scott L AU - Darrow, Margaret M AU - Calvin, Peter AU - University of Alaska, Fairbanks AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - Unstable Slope Management Program: Background Research and Program Inception PY - 2009/08//Phase I Final Report SP - 90p AB - Recognizing the growing importance of asset management as related to unstable slopes, the Alaska Department of Transportation and Public Facilities (AKDOT&PF) tasked the research team with providing information and recommendations upon which more effective resource allocation and a utilization management program could be based. The study objectives were: (1) to gather information on existing unstable slope management programs with a focus on asset management practices in the United States and overseas; and (2) to recommend guidelines for an AKDOT&PF Unstable Slope Management Program. The long-term goals of this study are eventually to implement and manage an effective unstable slope management program within AKDOT&PF and develop continuing funding sources through federal and/or state budget processes. This study consisted of three tasks: (1) Identifying and assessing unstable slope management programs in other states and countries with similar climatic conditions and terrains; (2) Identifying and comparing key successful and unsuccessful aspects of the programs both from an asset management viewpoint and from a technical viewpoint; and (3) Recommending guidelines for an AKDOT&PF Unstable Slope Management Program; these guidelines include identification of participating divisions within AKDOT&PF and their responsibilities, types of information required, and the sequential steps to implement the program. KW - Alaska KW - Asset management KW - Financing KW - Guidelines KW - Management KW - Rock slopes KW - Slope stability UR - http://www.alaska.edu/uaf/cem/ine/autc/reports_docs/unstableSlope_phase1_aug2009.pdf UR - https://trid.trb.org/view/902091 ER - TY - RPRT AN - 01140738 AU - Cofer, William F AU - ElGawady, Mohamed A AU - Greenwood, Steven M AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Seismic Assessment of WSDOT Bridges with Prestressed Hollow Core Piles – Part I PY - 2009/08//Technical Report SP - 183p AB - There are 22 bridges with hollow-core pile foundations in Washington State. Sudden, catastrophic failure has been observed in tested piles of this configuration at displacement ductilities of four or less. To investigate the behavior of these piles and predict their in-service strength, a series of detailed nonlinear 3-D finite element (FE) analyses were performed. In addition, simplified 2-D nonlinear Winkler beam models were developed to evaluate their ability to predict failure. The modeling techniques were calibrated through simulation of experimental test specimens and shown to be capable of capturing the behavior of prestressed hollow core concrete piles. Compared with experiments, load capacity and displacement ductilities at yield and failure were reasonably well-predicted. Results from the FE analysis of an in situ hollow pile illustrated that confining pressure supplied by the soil does not provide significant additional strength to the cover concrete. Also, the subgrade plastic hinge was found to vary from 2.88 to 3.0 pile diameters and it was located, on average, 610 mm (24 in.) below ground level, depending on the soil type. The Winkler beam models were found to provide conservative approximations to the load-displacement response of the 3-D FE models. The simplified analyses under-predicted load capacity and displacement ductility capacity by roughly 30%. A typical connection between a pile and cross beam was also considered to evaluate its behavior and mode of failure. The response was shown to be nearly bilinear, and the moment strength was shown to be sensitive to the axial load on the pile. KW - Bearing capacity KW - Bridge failure KW - Bridges KW - Displacement ductility capacity KW - Ductility KW - Earthquake resistant design KW - Finite element method KW - Hollow piles KW - Mathematical models KW - Pile foundations KW - Plastic hinge KW - Washington (State) KW - Winkler beams UR - http://www.wsdot.wa.gov/research/reports/fullreports/732.1.pdf UR - http://ntl.bts.gov/lib/56000/56100/56174/WA-732.1.PDF UR - https://trid.trb.org/view/901079 ER - TY - RPRT AN - 01140577 AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Crash Testing and Evaluation of TxDOT Burn Ban Signs PY - 2009/08//Technical Report SP - 126p AB - Texas counties expressed a desire to the Texas Department of Transportation (TxDOT) to post advisory signs on the roadside to alert motorists when a burn ban is in effect. For obvious economic reasons, the preferred method of implementation is to append the burn ban notification signs to existing sign support structures already installed along Texas highways. In support of this request, TxDOT sponsored this project to evaluate the impact performance of a Texas slip base sign support system with a lightweight, composite burn ban sign appended to the support below the primary sign at a mounting height less than 7 ft. The impact performance of the burn ban sign support configurations was evaluated through full-scale crash testing. The crash testing was performed in accordance with the requirements of NCHRP Report 350. The configuration selected for testing incorporated a 24 in. × 24 in. × 0.080 in. thick aluminum confirmation sign mounted at a height of 7 ft, with the burn ban signs mounted below. Based on the satisfactory test results reported herein, the practice of appending a burn ban sign to an existing slip base sign support system is considered suitable for implementation. KW - Breakaway supports KW - Burn bans KW - Impact tests KW - NCHRP Report 350 KW - Regulatory signs KW - Sign supports KW - Texas KW - Traffic signs UR - http://tti.tamu.edu/documents/0-5210-5.pdf UR - https://trid.trb.org/view/900976 ER - TY - RPRT AN - 01140460 AU - Washer, Glenn A AU - Fenwick, Richard AU - Bolleni, Naveen AU - University of Missouri, Columbia AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Development of Hand-Held Thermographic Inspection Technologies PY - 2009/08//Final Report SP - 119p AB - Subsurface deterioration in concrete structures presents a significant challenge for inspection and maintenance engineers. Cracking, delaminations and spalling that can occur as a result of corrosion of embedded reinforcing steel can lead to potholes and even punch-through in concrete decks. For overpass bridges, concrete can separate from the structure and fall into traffic below the bridge, and there have been numerous deadly accidents as a result. Although this deterioration can frequently be detected using hammer sounding and/or chain dragging, these inspection techniques require hands-on access to the surface of the concrete. For both overpass bridges and decks, lane closures are required to gain access to the structure, and the resulting traffic disruptions make inspections expensive and logistically difficult. The proposed research would explore the use of hand-held infrared cameras for the remote detection of deterioration in concrete. This technology could reduce the need for lane closures and improve the ability of inspection and maintenance personnel to detect and monitor deterioration in its embryonic stages, such that maintenance procedures can be employed before deterioration becomes critical. The technology can also be used to monitor and improve concrete repairs by rapidly identifying the extent of deterioration and locating its boundaries. KW - Bridge decks KW - Cracking KW - Delamination KW - Deterioration KW - Handheld devices KW - Infrared cameras KW - Inspection KW - Reinforced concrete bridges KW - Remote sensing KW - Spalling KW - Subsurface deterioration KW - Thermographs UR - http://library.modot.mo.gov/RDT/reports/Ri06038/or10007.pdf UR - http://utc.mst.edu/documents/R198_CR.pdf UR - https://trid.trb.org/view/900840 ER - TY - RPRT AN - 01140456 AU - Richardson, David N AU - Missouri University of Science and Technology, Rolla AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Quick Test for Percent of Deleterious Material PY - 2009/08//Final Report SP - 169p AB - The Missouri Department of Transportation (MoDOT) is considering the replacement of its deleterious materials test method (TM-71) with test methods that are more objective. MoDOT contracted with the Missouri University of Science and Technology (Missouri S&T) to develop a method of approximation of various deleterious materials contents based primarily on systems of standard tests which would augment or replace the deleterious test method TM-71. The system would be comprised of one or more objective tests, depending on the outcome of the research project. Nine different quarry/ledge production materials representing seven geologic formations (four limestones and three dolomites) were sampled by MoDOT and delivered to Missouri S&T. The samples represented three aggregates each for use in concrete, asphalt, and granular base. Samples of controlled contamination were also tested, bringing the total to 18. The aggregates were subjected to fifteen different test methods/method modifications. The test results, coupled with MoDOT historical specific gravity, absorption, and deleterious materials data, formed the basis of the study dataset. Multiple linear regression was used to produce 15 models of varying accuracy and complexity for TM-71 predictions. Deleterious data for the same aggregate materials (samples) were used as the response (dependent) variable. The best models entailed test methods not normally performed by MoDOT. As an alternate to the regression models, a threshold-limits method was presented. The models themselves were not exact enough to predict the various deleterious contents with the level of accuracy required for routine decisions concerning aggregate product acceptance or rejection. As a result, a method of baseline ledge-specific initial calibration of the models was developed to enable MoDOT inspectors to make acceptability decisions on a routine basis without the necessity of performing TM-71. Unfortunately, MoDOT had no historical data with which to verify the models. This is a vital step and must be done in the future before any of the models are implemented. KW - Aggregate tests KW - Dolomite KW - Limestone aggregates KW - Materials tests KW - Mathematical models KW - Missouri Department of Transportation KW - Multiple regression analysis KW - Test procedures UR - http://library.modot.mo.gov/RDT/reports/Ri07052/or10005.pdf UR - http://utc.mst.edu/documents/R218_CR.pdf UR - https://trid.trb.org/view/900849 ER - TY - RPRT AN - 01140446 AU - Finley, Melisa D AU - Funkhouser, Dillon S AU - Brewer, Marcus A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Studies to Determine the Operational Effects of Shoulder and Centerline Rumble Strips on Two-Lane Undivided Roadways PY - 2009/08//Technical Report SP - 78p AB - This report describes the methodology and results of analyses performed to (1) evaluate the impact of shoulder rumble strips (SRS) and centerline rumble strips (CRS) on the placement of vehicles in the travel lane of two-lane, undivided roadways and (2) determine the minimum shoulder width required for drivers to correct errant vehicle trajectories once alerted by passing over SRS. Field studies indicated that CRS on two-lane, undivided roadways with lane widths as narrow as 10 ft do not adversely impact the lateral placement of the vehicle in the travel lane. In fact, at locations with smaller shoulder widths (1 to 2 ft) drivers positioned the center of their vehicles closer to the center of the lane. Similar effects were found at locations with both edgeline rumble strips (ERS) and CRS. The impact of SRS located within 7 to 9 inches of the edgeline on the lateral placement of vehicles in the travel lane was less clear. However, it does appear that SRS located near the edgeline may shift vehicle travel paths closer to the centerline. In contrast, SRS located 35 inches from the edgeline did not seem to impact the lateral placement of vehicles in the travel lane. In addition, lateral offsets that position the center of 16-in. SRS in the middle of the shoulders at least 4-ft wide should provide enough remaining shoulder width for the 85th percentile distracted driver to correct their errant vehicle trajectory before leaving the paved roadway surface. Additional findings from all of the studies and detailed recommendations are discussed in the report. KW - Center lines KW - Centerline rumble strips KW - Edge lines KW - Field studies KW - Lane correction KW - Lane positioning KW - Lane width KW - Lateral placement KW - Operational impacts KW - Road shoulders KW - Rumble strips KW - Shoulder width KW - Two lane highways KW - Width UR - http://tti.tamu.edu/documents/0-5577-1.pdf UR - http://ntl.bts.gov/lib/31000/31100/31124/0-5577-1.pdf UR - https://trid.trb.org/view/900768 ER - TY - SER AN - 01139589 JO - TechBrief PB - Federal Highway Administration TI - Safety Evaluation of Improved Curve Delineation PY - 2009/08 IS - FHWA-HRT-09-046 SP - 8p AB - This TechBrief is a technical summary of the Federal Highway Administration report, "Safety Evaluation of Improved Curve Delineation" (FHWA-HRT-09-045). The objective of this study was to evaluate the safety effectiveness of improved delineation on horizontal curves through signing improvements. The study examined the effects of this strategy on specific non-intersection crash types including total, injury and fatal, lane departure, total during dark, and lane departure during dark in a rigorous crash-based analysis. The general conclusion from this research is that delineation improvements for curves have the potential to reduce crashes and crash severity on two-lane rural roads. Based on the installations in Connecticut and Washington, the combined results indicate substantial and highly significant crash reductions— injury and fatal (18%), dark conditions (27.5%), and dark condition lane departure (25.4%). In Connecticut, the effectiveness was greater for curves where more signs were either added or replaced within the curve. An economic analysis revealed that improving curve delineation with signing improvements is a very cost-effective treatment with the benefit-cost ratio exceeding 8:1. Given the potential to reduce crashes, the use of curve delineation improvements is justified as a safety improvement, particularly at curves with more hazardous roadsides, higher traffic volumes, and smaller curve radii. KW - Benefit cost analysis KW - Connecticut KW - Cost effectiveness KW - Crash injuries KW - Crash severity KW - Crashes KW - Darkness KW - Fatalities KW - Highway curves KW - Highway safety KW - Lane departures KW - Rural highways KW - Traffic signs KW - Two lane highways KW - Washington (State) UR - http://www.fhwa.dot.gov/publications/research/safety/09046/index.cfm UR - http://ntl.bts.gov/lib/31000/31000/31087/FHWA-HRT-09-046.pdf UR - https://trid.trb.org/view/900369 ER - TY - RPRT AN - 01139458 AU - Warner, Jeffery E AU - Protopapas, Annie A AU - Jasek, Deborah L AU - Morgan, Curtis A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Public Guidance for Managing Hazardous Material Transportation in Texas PY - 2009/08 SP - 41p AB - Only a small fraction of the millions of daily hazmat shipments interrupt their planned journey due to an incident that may severely threaten public and environmental safety. However, this threat of very rare but very severe consequences elevates the concern over transportation of hazmat through population centers. Furthermore, concern now exists over possible intentional hazmat releases and their use as a means to invoke human, economic, and environmental damage. It is vital for the transportation planning community at all levels to fully understand methods to effectively manage the movement of hazardous materials; thereby improving incident prevention and mitigation, increasing public safety, and reducing risk, without undue burden to commerce. This guidebook strives to answer common but critical questions concisely, present facts, and provide examples of management strategies. The intent is to also provide references for further information so that sub-state level transportation planners, in particular, are well informed and equipped to make optimal decisions regarding the transport of hazardous materials as prescribed by local conditions. KW - Decision making KW - Freight transportation KW - Guidelines KW - Hazardous materials KW - Local government agencies KW - Railroad transportation KW - Risk management KW - Safety KW - Safety management KW - Strategic planning KW - Texas KW - Transportation planning KW - Trucking KW - Urban areas UR - http://tti.tamu.edu/documents/0-5929-P1.pdf UR - http://ntl.bts.gov/lib/31000/31100/31100/0-5929-P1.pdf UR - https://trid.trb.org/view/899783 ER - TY - RPRT AN - 01139456 AU - Warner, Jeffery E AU - Protopapas, Annie A AU - Jasek, Deborah L AU - Morgan, Curtis A AU - Huang, Jun (Jade) AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Understanding and Managing the Movements of Hazardous Material Shipments Through Texas Population Centers PY - 2009/08//Technical Report SP - 120p AB - Every day almost a million shipments of hazardous materials move safely and securely along our nation’s transportation system, via any combination of modes. Only a small fraction of total shipments interrupt their planned journey due to an incident that may severely threaten public and environmental safety. However, this threat of very rare but very severe, sometimes even catastrophic, consequences elevates the concern over transportation of hazardous materials through population centers. Furthermore, concern now exists over possible intentional hazmat releases and their use as a means to invoke human, economic, and environmental damage. It is vital for the transportation planning community at all levels to fully understand methods to effectively manage the movement of hazardous materials, thereby improving incident prevention and mitigation, increasing public safety, and reducing risk, without undue burden to commerce. This report strives to provide an overview of the movement of hazardous materials by the various freight modes, details some of the data related to the movement of hazardous materials in Texas, and examines the issues and opportunities related to relocating hazardous materials outside urban areas. KW - Air transportation KW - Freight traffic KW - Freight transportation KW - Hazardous materials KW - Inland waterways KW - Pipelines KW - Railroad transportation KW - Risk management KW - Safety KW - Safety management KW - Texas KW - Transportation planning KW - Trucking KW - Urban areas UR - http://tti.tamu.edu/documents/0-5929-1.pdf UR - http://ntl.bts.gov/lib/31000/31000/31096/0-5929-1.pdf UR - https://trid.trb.org/view/899775 ER - TY - RPRT AN - 01139455 AU - Bonneson, James A AU - Pratt, Michael Paul AU - Zimmerman, Karl H AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of a Traffic Signal Operations Handbook PY - 2009/08//Technical Report SP - 92p AB - The Texas Department of Transportation (TxDOT) operates thousands of traffic signals, both in rural areas and small cities. TxDOT’s operation of these signals has served the state well over the years. However, regional differences in signal timing and detection design practice have evolved. These differences create operational inconsistencies and, possibly, sub-optimal performance. Good signal timing practices developed in some areas are not well documented or otherwise communicated to other areas. A comprehensive signal timing resource guide is needed to promote uniform, effective signal operation on a statewide basis. This document summarizes the research conducted and the conclusions reached during the development of a "Traffic Signal Operations Handbook." The handbook provides guidelines for timing traffic control signals at intersections that operate in isolation or as part of a coordinated signal system. The research conducted included a review of the literature, a survey of TxDOT engineers, an evaluation of alterative signal controller settings and detection designs. A spreadsheet was developed to accompany the handbook. This spreadsheet automates several tasks involved in the development of a signal timing plan and is intended to facilitate implementation of the handbook guidance. KW - Best practices KW - Guidelines KW - Handbooks KW - Implementation KW - Isolated intersections KW - Literature reviews KW - Spreadsheets KW - Surveys KW - Traffic signal control systems KW - Traffic signal timing UR - http://tti.tamu.edu/documents/0-5629-1.pdf UR - http://ntl.bts.gov/lib/31000/31100/31101/0-5629-1.pdf UR - https://trid.trb.org/view/899765 ER - TY - RPRT AN - 01139447 AU - Monsere, Christopher M AU - Wolfe, Michael AU - Alawakiel, Heba AU - Stephens, Max AU - Portland State University AU - Oregon Department of Transportation AU - Oregon Transportation Research and Education Consortium AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Developing Corridor-Level Truck Travel Time Estimates and Other Freight Performance Measures from Archived ITS Data PY - 2009/08//Final Report SP - 118p AB - The objectives of this research were to retrospectively study the feasibility for using truck transponder data to produce freight corridor performance measures (travel times) and real-time traveler information. To support this analysis, weigh-in-motion (WIM) data from each of the 22 stations in Oregon were assembled, processed, and uploaded in the WIM data archive which is housed under the Portland Transportation Archive Listing (PORTAL) umbrella at Portland State University’s Intelligent Transportation Systems Lab. Nearly 42,000,000 truck records were successfully uploaded to the archive dating back to July 2005. Two separate algorithms necessary for this research were scripted, tested, and validated. The closest stations are 38.3 miles apart; the most separated are 258 miles apart. The first algorithm matched transponders of all vehicles in a time window between the upstream and downstream stations. The second algorithm filtered these matches for through trucks. The filter was validated by comparing estimated travel times during a winter weather-induced delay. The analysis showed that corridor-level travel times for trucks for 2007 and 2008 could be generated from the archived data. To explore the feasibility of using these same data for real-time traveler information, ground truth probe vehicle data were collected. Travel time estimates from the WIM data and the probes were used to establish a simple linear relationship between passenger car and truck performance. It was concluded that the long distances between stations was a primary challenge to directly adapting the WIM data to real-time use. Recommendations were given on increased sensor spacing and filter improvement. Finally, potential performance metrics for station level, matched trucks, and filtered matched truck data were shown. KW - Algorithms KW - Data banks KW - Data filtering KW - Estimating KW - Feasibility analysis KW - Highway corridors KW - Metrics (Quantitative assessment) KW - Performance measurement KW - Probe vehicles KW - Real time information KW - Sensors KW - Spacing KW - Travel time KW - Traveler information and communication systems KW - Truck data KW - Weigh in motion UR - http://ntl.bts.gov/lib/31000/31100/31157/OTREC-RR-09-10__2_.pdf UR - https://trid.trb.org/view/899633 ER - TY - RPRT AN - 01139419 AU - Picha, Dale L AU - Ullman, Brooke R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Coordination and Safety Procedures for Mail Delivery on Roadways without Shoulders PY - 2009/08//Technical Report SP - 46p AB - This research utilized interviews, focus groups, and surveys of U.S. Postal Service (USPS) and Texas Department of Transportation (TxDOT) employees to determine safety and coordination issues related to mail delivery on rural, two-lane highways without shoulders. Numerous crashes involving letter carriers have prompted this effort to identify ways to reduce the exposure of rural letter carriers on these types of highways, as well as to recommend innovative ways to improve coordination between the two agencies. This report contains the results and recommendations from that effort. Researchers addressed the following specific issues: mailbox placement design standards; mailbox turnout design criteria; U.S. Postal Service efforts to improve safety for their rural letter carriers; Texas Rural Letter Carriers’ Association input on ways to improve safety for their members; and current TxDOT practices related to mailbox installation, turnout design, and coordination efforts with the U.S. Postal Service. This report includes data findings from the various studies and recommendations for improving safety for rural letter carriers, as well as ways for TxDOT and the USPS to improve coordination efforts. KW - Coordination KW - Crash exposure KW - Crashes KW - Design standards KW - Mail carriers KW - Mailboxes KW - Occupational safety KW - Postal service KW - Recommendations KW - Rural highways KW - Texas Department of Transportation KW - Turnouts KW - Two lane highways KW - U.S. Postal Service UR - http://tti.tamu.edu/documents/0-6076-1.pdf UR - http://ntl.bts.gov/lib/31000/31100/31106/0-6076-1.pdf UR - https://trid.trb.org/view/899557 ER - TY - RPRT AN - 01139402 AU - Baker, Teddie A AU - Bufalino, Michael E AU - Ford, Mark L AU - Kale, Steven R AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Analysis of the "ConnectOregon" Program Through Two Project Selection Cycles PY - 2009/08//Final Report SP - 38p AB - The Oregon Legislature passed a law establishing the Multimodal Transportation Fund in 2005. The fund was part of what became known as the ConnectOregon program, with the purpose of making public and private investments in aviation, marine, rail, and transit. The legislation provided $100 million in state lottery bond revenues to fund the program. In 2007, the legislature provided another $100 million. For the $200 million available through ConnectOregon, a total of 181 project applications were received, and 73 were selected for funding. By June 30, 2009, 27 projects had been completed, and most of the others were under construction or in design. This report is intended to help inform other states considering a collaborative approach to multimodal transportation funding programs. The report is comprised of the following sections: an overview of ConnectOregon legislation and administration; procedures for submitting, reviewing, evaluating, and prioritizing ConnectOregon applications and for making final funding recommendations; a comparison of ConnectOregon I and ConnectOregon II results by region, mode, and size of funding request; and a discussion of participant feedback and lessons learned. KW - Administrative procedures KW - ConnectOregon Program KW - Financing KW - Multimodal transportation KW - Oregon KW - Transportation projects UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Connect_Oregon_FR.pdf UR - https://trid.trb.org/view/899533 ER - TY - ABST AN - 01573235 TI - Accelerated Determination of Alkali-Silica Reaction Susceptibility During Concrete Prism Testing Through Nonlinear Resonance Ultrasonic Spectroscopy AB - The objective of this study is to develop a reliable rapid Nondestructive Evaluation (NDE) technique for assessing and quantifying the alkali-silica reactivity (ASR) in aggregate and aggregate/paste combinations. The American Society for Testing and Materials (ASTM) C1293 test method is accurate, but it takes one to two years to complete. On the other hand, ASTM C 1260 is an accelerated laboratory test method, but its accuracy to predict field performance is not good. KW - Aggregates KW - Alkali silica reactions KW - Concrete tests KW - Nondestructive tests KW - Pastes KW - Resonance KW - Spectroscopy UR - https://trid.trb.org/view/1365967 ER - TY - RPRT AN - 01154156 AU - Hawrylak, Peter J AU - Mickle, Marlin H AU - McCane, Kirsten AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Remote Sensing for Bridge Scour PY - 2009/07/31/Final Report SP - 203p AB - A large percentage of bridges within the state of Pennsylvania are located over waterways. For such bridges, much of the supporting structure is positioned within the river or stream bed of the waterway. As a result, these bridges are susceptible to bridge scour, the washing away of fill around structures, which compromises the safety of the bridge. Bridge inspections have a limited frequency at which they can occur. In between these inspections, unmonitored and difficult to detect events may happen that create an immediate danger to the general public. The purpose of this research was to create a prototype system for bridge scour monitoring that would provide continuous monitoring. The technique utilized for this particular bridge scour monitoring was detection using float out devices. The float out device concept is to bury transmitters at various locations around a bridge structure. These devices would then be released due to the scour’s removal of material around the device. A receiver on the bridge would receive the transmission and perform an action. A float out device system would provide an initial indication of scour severity for further investigation. To realize this technique, a prototype remote sensing system was designed to have three main components that work together to indicate bridge scour. The first component is a transmitter coupled with circuitry and encased such that it is watertight and can be buried under the materials surrounding the bridge structure. It is able to be armed such that it will remain dormant while buried and become active upon its release and rise to the surface of the water. Lastly, the communication link and time it takes the unit to rise are such that transmission of a message can consistently occur. This component in its entirety is referred to as the Sensor Unit within this document. The second component is a receiver coupled with circuitry that will be encased and installed on the bridge overpass. The receiver is able to store and interpret the RF messages sent by the Sensor Unit. Given this interpretation it is able to provide a visual indication of scour severity by interfacing with the third component described shortly. The receiver circuitry will have the capability to be powered continually. This component in its entirety is referred to as the Receiver Unit. The third component is a set of lights (LEDs) encased with its supporting circuitry. The purpose of these lights is to correspond to a particular Sensor Unit. This will allow for immediate comprehension by the inspector without having to be on the bridge. This component must be able to interface with the Receiver Unit as the light that will be lit is controlled by the Receiver Unit. This component in its entirety is referred to as the Light Indicator. This document contains documentation of the work done. This document contains all analysis leading up to the system design as well as the rationale behind design decisions made. An initial assessment of what the Scour Monitoring System would be composed of and its functionality is found in the requirements section. A less technical overview of the system designed to meet those requirements can be found in the specifications section. Following this are design sections explaining the system design in detail. Lastly, the implementation and testing of the system is presented. This document also contains all items related to the system such as Bill of Parts, Schematics, Layouts, and Embedded Software Code. KW - Bridges KW - Light emitting diodes KW - Monitoring KW - Pennsylvania KW - Radio transmitters KW - Remote sensing KW - Scour KW - System design KW - Transceivers UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Improving%20Pennsylvania%20Bridges/Remote%20Sensing%20for%20Bridge%20Scour.pdf UR - https://trid.trb.org/view/915626 ER - TY - ABST AN - 01464133 TI - Research for AASHTO Standing Committee on Highways. Task 269. Feasibility of Using Incentives to Facilitate Utility Relocations AB -

 

Utility relocations are a major cause of delays during highway construction and a source of frustration to both highway and utility agencies. There are many contributing causes for these delays, the most prominent of which are: Many of the these problems can be minimized or avoided if state Departments of Transportation (DOTs) make a commitment to coordinate, cooperate and communicate (CCC) with utility owners early and often. Such CCC can best be facilitated by experienced, well-trained utility coordinators. DOTs have traditionally used their own utility coordinators during the preconstruction phase of projects to expedite the work. Now an increasing number of projects combined with insufficient numbers of employees have caused them to hire consultants to do the design and utility coordination. To complicate the problem, utility relocations have become necessary on nearly all major projects, including design-build projects, in conjunction with highway construction. Therefore, it is more essential than ever for CCC to take place on highway projects. This means that DOT utility coordinators, designers and/or their consultants must fully understand what it takes for utility companies to relocate facilities and for utility company representatives to completely understand why utility relocations are sometimes unavoidable for highway designs. Some DOTs have initiated the use of incentives in the form of relocation reimbursement to encourage utility company cooperation. Results have been mixed: There may be other states attempting to duplicate these efforts or providing incentives of another sort. One of the objectives of this research will be to determine which states are using utility incentives, if any, and their results.

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KW - Coordination KW - Design build KW - Road construction KW - State departments of transportation KW - Utility poles KW - Utility relocation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2597 UR - https://trid.trb.org/view/1232361 ER - TY - RPRT AN - 01139413 AU - Barr, Paul J AU - Halling, Marvin W AU - Boone, Shane D AU - Bailey, Jeffery AU - Toca, Raul AU - Angomas, Franklin AU - Utah State University, Logan AU - Utah Department of Transportation AU - Federal Highway Administration TI - Structural Concrete Design and Curing Investigation PY - 2009/07/30/Final Report SP - 135p AB - Bridge deck replacement is costly. The Utah Department of Transportation (UDOT) has had a mixed experience in the performance of these bridge decks. According to Linford and Reaveley (2004) 70 out of the 71 bridges that were investigated along I-15 had some type of cracking within a few years after completion. However, some bridges decks built prior to the I-15 project have performed well with minimal problems. This research focused on the investigation of deck cracking as a function of the mix design and curing conditions. It is believed by some that reductions in the shrinkage of the concrete deck mix by as little as 20% would reduce the concrete bridge deck cracking significantly. For this research, this reduction in shrinkage was sought through adjustments in the mix design or better curing practices. KW - Bridge decks KW - Concrete curing KW - Cracking KW - Mix design KW - Shrinkage KW - Utah UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=24008 UR - http://ntl.bts.gov/lib/56000/56100/56142/UT-09.14.PDF UR - https://trid.trb.org/view/899571 ER - TY - ABST AN - 01464475 TI - Use of Automated Machine Guidance (AMG) within the Transportation Industry AB - Automated machine guidance (AMG) links sophisticated design software with construction equipment to direct the operation of the machinery with a high level of precision, improving the speed and accuracy of the transportation construction process. Because AMG eliminates much of the guesswork, manual control, and labor involved in traditional methods, it improves worker safety and saves agencies and contractors time and money, enhancing their ability to deliver transportation construction projects better, faster, and cheaper. This technology has the potential to improve the overall quality and efficiency of transportation project construction. The objective of this research is to develop guidelines for use of AMG technology for state transportation agency construction projects. The guidelines should (1) include technical procurement specifications for AMG technology; (2) provide guidance on the use of such technology in construction projects; and (3) address the implementation of AMG technology into construction techniques (including the provision of electronic files and models to support the AMG process). KW - Computer aided design KW - Construction KW - Global Positioning System KW - Guidelines KW - Software packages KW - State departments of transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2504 UR - https://trid.trb.org/view/1232705 ER - TY - ABST AN - 01463971 TI - Research for the AASHTO Standing Committee on Public Transportation. Task 26. An Analysis and Evaluation of States' Implementation of the FTA 5310, 5316 and 5317 Programs AB - SAFETEA-LU restructured the way the FTA 5316 program (Job Access and Reverse Commute) and the 5317 program (New Freedoms) are managed. Rather than the funds going to specific transit agencies by earmark, program funds are now allocated to large transit systems and state departments of transportation (DOTs) by formula. New planning and coordination, match, and other administrative requirements associated with the programs, along with the wide disbursal of a relative small amount of funding, may be hindering states effective implementation of these programs. This research will evaluate states implementation of the first 3 years of FTA funding for these two programs. It will determine the degree of success states are having in awarding the funds, and will analyze the extent to which the programs objectives are being met. Recommendations will be made that will help formulate the state's positions regarding whether or how these programs should be changed in the upcoming reauthorization. KW - Accessibility KW - Financing KW - Implementation KW - Job Access and Reverse Commute KW - Program management KW - Public transit KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - State departments of transportation KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2836 UR - https://trid.trb.org/view/1232199 ER - TY - RPRT AN - 01166621 AU - ICF International AU - Federal Highway Administration TI - Literature Review: Climate Change Vulnerability Assessment, Risk Assessment, and Adaptation Approaches PY - 2009/07/24 SP - v.p. AB - The Federal Highway Administration (FHWA) recognizes the importance of understanding and responding to information on impacts of climate change on the U.S. transportation system. FHWA further recognizes that this is a rapidly evolving area of research and that useful information may come from a wide variety of sources both inside and outside the United States . For that reason, FHWA has commissioned a review of U.S. and international approaches to address global climate change adaptation. FHWA recognizes that efforts to address adaptation are in their infancy and in some cases, adaptation efforts may be limited to a qualitative assessment of vulnerability. Thus, this literature review focuses on three major categories of activities: vulnerability assessments, risk assessments, and adaptation approaches. Ultimately, some combination of these actions will inform a new risk assessment framework for FHWA. KW - Adaptation planning (Climate change) KW - Climate change KW - Impacts KW - Literature reviews KW - Risk assessment KW - Transportation infrastructure KW - U.S. Federal Highway Administration KW - Vulnerability UR - http://www.fhwa.dot.gov/hep/climate/ccvaraaa.htm UR - https://trid.trb.org/view/927283 ER - TY - ABST AN - 01463973 TI - Research for the AASHTO Standing Committee on Public Transportation. Task 23. Identification of State and Local Matching Fund Requirements for State Administered Federal, and Non-Federal, Public Transportation Programs AB - All fifty states currently administer one, or more, federal public transportation funding programs such as the Section 5310 and Section 5311 programs. However, not all states have the same local matching fund requirements. For example, some states pay the entire non-federal match (eg. 80% federal, 20% state), some states require local matching funds equal to one-half of the non-federal share (eg. 80% federal, 10% state and 10% local) and some other states have other combinations of state and local matching fund percentages to cover the non-federal share. Furthermore, these state policies can differ among the various federal programs. To help understand what other states require from local governments to match federal grants for the various federal programs that states administer, it would be helpful to know what the different local matching fund policies employed by each state for each federal program. This would enable states to assess whether their current policies are similar to those of other states. In addition, since a number of states also administer various non-federal public transportation programs for urban and/or rural transit systems, it would also be helpful to determine the local matching fund requirements, if any, for each state for each urban and rural non-federal public transportation assistance program. Again this information would be helpful for states to determine if their current policy is consistent with those of other states. The results of this research will be matrixes showing the current state and local matching fund percentage requirements for each urban and rural federal programs, and the local matching fund requirements for each non-federal public transportation programs administered by each state. KW - Financing KW - Government funding KW - Local government agencies KW - Local transportation KW - Matching funds KW - Public transit KW - State departments of transportation KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2833 UR - https://trid.trb.org/view/1232201 ER - TY - ABST AN - 01463461 TI - Development of a Noise-Texture Model for Pavements AB - With recent advances in two-dimensional decomposition methods and laser sensor technology, a new method of analyzing two- and three-dimensional texture and relating these texture profiles to tire-pavement noise is possible. Texture is related to all the functional surface characteristics parameters. Once the relationship between texture profiles and friction, and texture and tire-pavement noise is established, many of these significant functional parameters can be reliably predicted with one texture measurement. The development of the texture-noise relationship is one part of the surface characteristics model that will integrate texture, tire-pavement noise smoothness, and friction. As texture measurements are possible at highway speeds, the results of this research would also have applications for agencies to perform network-level management of smoothness, texture/friction, and tire-pavement noise. The objectives of the project are to propose and verify two sets of algorithms, one empirical and one theoretical, 1) relating sound intensity and decomposed pavement profile, and 2) develop an integrated texture-noise model. KW - Friction KW - Pavement design KW - Pavement performance KW - Sound intensity KW - Surface characteristics KW - Texture KW - Tire/pavement noise UR - https://trid.trb.org/view/1231687 ER - TY - ABST AN - 01464291 TI - Research for the AASHTO Standing Committee on the Environment. Task 61. Best Practices for Establishing and Maintaining Statewide Cultural Resource Databases at State DOTs AB - The goal of this research project is to identify and report on best practices among the state departments of transportation (DOTs) that have developed statewide cultural resources geographic information system (GIS) databases for transportation planning and environmental compliance. The results of this research will be used to develop guidance for states that are thinking of developing a GIS database, have begun to develop a database, or are considering updating and enhancing an existing GIS. KW - Best practices KW - Cultural resources KW - Databases KW - Geographic information systems KW - State departments of transportation KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2619 UR - https://trid.trb.org/view/1232520 ER - TY - RPRT AN - 01166623 AU - Duffy, Stephen F AU - McAvoy, Deborah S AU - Cleveland State University AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Demonstration of Innovative Techniques for Work Zone Safety Data Analysis PY - 2009/07/15/Technical Report; Draft Final Report SP - 86p AB - A macroergonomic approach was used to study the causes of work zone crashes, near crashes, and incidents to determine the primary causal factors. Also, a high-fidelity driving simulator (DriveSafety’s DS-600c) was validated based on naturalistic driving data. KW - Crash causes KW - Driving simulators KW - Macroergonomics KW - Naturalistic driving data KW - Near accidents KW - Traffic crashes KW - Traffic incidents KW - Validation KW - Work zone safety KW - Work zone traffic control UR - http://www.csuohio.edu/sites/csuohio.edu.engineering/files/media/utc/documents/CSUTC-TR-09-02.pdf UR - https://trid.trb.org/view/927124 ER - TY - ABST AN - 01464296 TI - Properties and Performance of Warm Mix Asphalt Technologies AB - Hot mix asphalt (HMA) is produced at temperatures between 280° and 320°F. These temperatures ensure that the aggregate is dry, the asphalt binder coats the aggregate, and the HMA mix has a suitable workability. HMA needs to be workable so it can be transferred into storage silos, transported, placed, and compacted. Even higher temperatures are used for HMA mixtures containing polymer-modified asphalt binders and crumb rubber asphalt binders. Technology is now available to decrease HMA production temperatures from 30°F to as much as 100°F. These relatively new processes and products use various physicochemical means to reduce the shear resistance of the HMA at construction temperatures while reportedly maintaining or improving pavement performance. While the current state of the practice for producing HMA has been shown to comply with existing environmental, health, and safety standards, reducing HMA production and placement temperatures will provide several benefits, including reduced emissions, fumes, and odors, and a cooler work environment. An energy savings from lower production temperatures is evident with the use of warm mix asphalt (WMA) technology. The quality of the HMA construction and performance may also be improved when production temperatures are lower. Workability improvements may result in higher in-place density. This decrease in in-place air voids decreases the permeability of the HMA and the long-term or in-service hardening of the asphalt binder as well as reducing water damage that can occur in the HMA. Workability improvements also have the potential to extend the construction season and the time available for placement of the asphalt mixture during a given day. Due to enhanced workability of the HMA, it may be placed under cooler weather conditions. A significant amount of asphalt binder aging occurs during the mixing and placing of HMA. Lower production temperatures for asphalt paving mixtures will decrease the aging of the asphalt binder during production. This decrease in aging can improve thermal and fatigue cracking resistance. The use of WMA technology has some potential engineering challenges. Since the asphalt binders may not harden as much at the lower production temperatures, a softer binder will likely be in the HMA mixtures when the pavement is opened to traffic and the mixture may have a greater potential for rutting. In addition, traffic may not be allowed on the pavement at the conclusion of the compaction process until the mixture cools beyond what is normally required for conventional HMA. Because binders may be softer and some WMA technologies use water as a workability aid, WMA may be more susceptible to moisture damage. The relationships among engineering properties of such mixes and field performance need to be investigated to facilitate the implementation of this technology. The objectives of this project are to (1) establish relationships among engineering properties of WMA binders and mixes and the field performance of pavements constructed with WMA technologies, (2) determine relative measures of performance between WMA and conventional HMA pavements, (3) compare production and laydown practices and costs between WMA and HMA pavements (including necessary plant adjustments to optimize plant operations when producing WMA), and (4) provide relative emissions measurement of WMA technologies as compared to conventional HMA technologies. Project deliverables shall include (1) recommended modifications to the preliminary WMA mix design and analysis procedure under development in NCHRP Project 9-43, (2) a protocol for laboratory evaluation of WMA performance, (3) guidelines for WMA production and construction, (4) an updated emissions measurement protocol, and (5) a project database on CD-ROM. KW - Aged binder KW - Asphalt mixtures KW - Cracking KW - Fatigue (Mechanics) KW - Hot mix asphalt KW - Pavement performance UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2627 UR - https://trid.trb.org/view/1232525 ER - TY - ABST AN - 01464487 TI - Long-Term Performance of Epoxy Adhesive Anchor Systems AB - Epoxy adhesive anchor systems have widespread use throughout the world. They are used to anchor both threaded rods and reinforcing bar into hardened concrete. Common transportation applications for epoxy adhesive anchor systems include bridge widening, structure-mounted signs and appurtenances, luminaires and light poles, concrete repair and rehabilitation, barrier retrofitting, utility installation on existing structures, and tunneling finishing. In July 2006, a section of a suspended concrete ceiling failed and collapsed in the D Street Portal of the Interstate 90 connecter tunnel (part of the "Big Dig") in Boston, Massachusetts. This was a rapid and catastrophic failure that resulted in the loss of life. In July 2007, the National Transportation Safety Board (NTSB) issued a report tracing the cause of this collapse to the failure of epoxy bonded anchors that held the suspended ceiling in place (SB-07-36). NTSB cited a poor creep resistance of the epoxy resin and a general lack of understanding and knowledge about creep in adhesive anchoring systems. Epoxy bonding systems have widespread use throughout the world. These systems are used to anchor both threaded rods and reinforcing bar into hardened concrete. Common transportation applications for epoxy bonded anchors include bridge widening, concrete repair and rehabilitation, barrier retrofitting, utility installation on existing structures, and tunneling. Despite widespread use, the suppliers of these systems provide little guidance on how the adhesives perform under sustained, long-term loading. The long-term behavior needs further investigation to prevent failures like the one in Boston. Finally, the AASHTO LRFD Bridge Design Specification doesn't adequately address the use of epoxy adhesive anchors. The results of this research will be crucial in the development of appropriate guidelines for AASHTO. The objectives of this project are the following: (1) through testing and numerical modeling, if needed, document the long-term characteristics of epoxy adhesives currently in use, with emphasis on identifying what levels of sustained loading pose a risk to anchor performance; (2) develop standards and protocols for the testing and use of adhesive anchors in sustained loading applications; (3) provide guidance for future use of adhesive anchors, including (a) identifying the creep performance requirements that are necessary for acceptance of an adhesive anchor system, and (b) developing acceptance criteria that are a function of application, with epoxy anchors not subjected to sustained loading having different acceptance criteria than anchors that will have sustained loading; (4) provide recommendations for agencies for the use of adhesive anchors in sustained loading applications, including (a) how to identify which applications pose a potential risk to the public, (b) inspection and monitoring for anchors posing a potential risk, and (c) retrofit/repair suggestions for anchors posing a potential risk; and (5) provide draft language for addressing the use of epoxy adhesive anchors in the AASTHO LRFD Bridge Design Specification. KW - AASHTO LRFD Bridge Design Specifications KW - Adhesion KW - Anchor bolts KW - Boston (Massachusetts) KW - Bridge design KW - Epoxy coatings KW - Failure UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2495 UR - https://trid.trb.org/view/1232717 ER - TY - ABST AN - 01463972 TI - Research for the AASHTO Standing Committee on Public Transportation. Task 25. Evaluate Requirements for the Utilization of Section 5311(f) Funds for Intercity Bus Service AB - For a number of years, federal public transportation funding authorization legislation has required states to utilize, at a minimum of 15% of their annual Section 5311 funding for intercity bus service, unless states certified intercity bus needs were already being met without utilizing these funds. Most state DOT's currently utilize this available funding to help meet unmet intercity service needs. However, there is wide variation among states regarding the need to use the minimum required set aside. The objective of this research is to document the current policies and procedures utilized by applicable state DOT's for their use of Section 5311 funds for intercity bus services. Also, identify some of the best practices used by states for the administration of the 5311 program. Conduct a national survey of each state DOT that provides federal Section 5311 funds to support intercity bus service. This survey needs should include: (1)How each state is expending intercity bus services funds; (2) Their criteria for determining which grantees are eligible to receive these funds; (3) What requirements are passed on to eligible grantees to qualify for these funds (eg. local match requirements, reporting and auditing requirements, etc.); and (4) Would states continue to fund the project(s) if the required 15% set aside was removed? Document the results of this survey in a comparative matrix by state identifying the various policies and procedures for the administration of this program. Review the above information to determine the potential better state program practices and contact these states to learn more about their specific program; and, based on the results of the assessment, identify the best state practices for the administration of the 5311 program for the potential use by other states. Information gathered by these analyses would be very helpful in the development of the reauthorization of the surface transportation funding legislation. KW - Best practices KW - Bus transportation KW - Financing KW - Government funding KW - Ground transportation KW - Public transit KW - State departments of transportation KW - TEA-21 Section 5311 KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2835 UR - https://trid.trb.org/view/1232200 ER - TY - ABST AN - 01572678 TI - Greatly Increased Use of Fly Ash in Hydraulic Cement Concrete (HCC) for Pavement Layers and Transportation Structures AB - The research will examine: (1) material compatibility; (2) prediction methods for property development; (3) temperature and strength development management; (4) internal and external curing; (5) reducing early age cracking; and (6) improving freezing/scaling durability. Carefully controlled large scale test sections will be prepared to evaluate the proposed solutions from each phase. This large scale testing will be unique due to the ability to carefully establish and monitor the environment that the high volume fly ash (HVFA) concrete is placed in while monitoring and testing these structures. KW - Curing agents KW - Fly ash KW - Freeze thaw durability KW - Hydraulic cement KW - Pavement layers KW - Scaling (Concrete) UR - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-09-0020 UR - https://trid.trb.org/view/1364764 ER - TY - ABST AN - 01557206 TI - Research for the AASHTO Standing Committee on Planning. Task 94. Integrated State and Local Government Policy Approaches to Transportation and Climate Change AB - There is a growing consensus that industrialized countries will need to reduce their greenhouse gas (GHG) emissions by 60 to 80 percent below 1990 levels by 2050 to limit global warming to 2-3°C above pre-industrial level and thereby stave off the most severe impacts of global climate change. In the United States, the transportation sector accounts for over 70 percent of our nation's oil consumption and produces almost a third of total CO2 emissions. AASHTO leadership has acknowledged the fact that climate change is becoming an important issue and that figuring out how to address GHG emissions growth and navigating the federal and state policy environments on this issue will affect their near- and long-term planning and infrastructure assessment. Transportation sector GHG emissions are a result of what AASHTO refers to as a 'four legged stool' -- vehicles, fuels, vehicle miles traveled (VMT), and system efficiency - given the potential GHG reduction opportunities from measures such as traffic flow smoothing and freight rail expansion. So far, most domestic climate policy proposals have focused on vehicles and fuels, with little serious attention to slowing growth in VMT and improving system efficiency. There is a need to investigate and demonstrate potential strategies that state departments of transportation can pursue that will result in the most effective reductions in GHG emissions while sustaining and improving transportation mobility to best serve the Nation's economic and social foundations. In a collaborative effort between AASHTO, the Center for Clean Air Policy and the Rockefeller Foundation, a two-day executive peer exchange was held in September 2009 to share and discuss integrated state strategies to reduce transportation GHG emissions with a focus on slowing VMT growth and increasing transportation system efficiency. Multi-disciplinary teams from California, Florida, Maryland, Missouri and Washington represented economic development, energy, environment, housing, planning, and transportation perspectives. Executives and senior staff from a variety of state, regional and local government agencies and organizations, joined Governor's representatives, elected officials, and staff from non-governmental organizations to present and discuss each state's experiences. The focus of the executive peer exchange was twofold: 1) to provide participants with tangible and transferable lessons to develop and implement state and local policies to reduce transportation GHG emissions by slowing the growth of vehicle miles traveled and also by increasing system efficiency, and 2) to identify the essential data, technical resources, policies and funding they will need to successfully implement those policies. The executive peer exchange provided a unique opportunity for several states to develop strategic policy and transportation improvements that can be tailored to specific state contexts while also achieving broader transportation-climate and energy objectives. KW - Air quality management KW - Carbon dioxide KW - Climate change KW - Environmental impacts KW - Environmental policy KW - Exhaust gases KW - Greenhouse gases KW - Policy KW - Pollutants KW - Transportation KW - Vehicle miles of travel UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2641 UR - https://trid.trb.org/view/1346866 ER - TY - ABST AN - 01464149 TI - Sustainability Performance Measures for State Departments of Transportation and Other Transportation Agencies AB - State departments of transportation and other transportation agencies are struggling with how to integrate sustainability into their investment and operating decisions. In part, this is because there are multiple definitions of sustainability, and they are variously applied at different scales and at different points in system planning and programming; project development, design, construction, and maintenance; and operations. Transportation agencies are incorporating the principles of Context Sensitive Solutions and environmental stewardship into their decisionmaking, and sustainability potentially presents at least a variation and at most an entirely new way of evaluating agency performance. Agencies need assistance in developing sustainability goals and objectives and related performance measures. Popular definitions of sustainability consider the environmental, economic, and social implications of a decision and the rate of natural resource consumption relative to resource availability and the needs of future generations. For sustainability to be successfully incorporated into transportation decisionmaking, it is essential that these concepts are adequately understood, quantified and applied. Transportation agencies have strategic goals that cover a broad range of topics, many of which may be consolidated into categories that specifically address the dimensions of sustainability--economic health, social equity, and environmental stewardship. Examples include improved safety, reduced congestion, wetland conservation, enhanced economic opportunity, improved air quality, reliable mobility, system preservation, accelerated project delivery, economic vitality, ecosystem services, neighborhood preservation, and increased value of transportation assets. Climate change constitutes an emergent and critical area where agencies need immediate assistance. To achieve the goals of sustainable transportation, agencies require practical and easy-to-use tools or methods to continuously integrate sustainability into current agency performance measurement programs. Working with performance measures, however, can be a daunting task due to the large number of possible measures, extensive data that might be required, and computational complexity--hence the need for identifying useful and easy-to-use performance measures. The objective of this project is to develop a guide for state departments of transportation (DOTs) and other transportation agencies to use to measure the sustainability of their networks, systems, facilities, projects, and activities, at the appropriate scales, stages (long-range planning, programming, project development, design, construction, maintenance, operations), and time frames. The project will clearly describe the underlying principles of sustainability as they apply to transportation agencies. The guide will (1) support agency decision-making processes at various management levels; (2) enable agencies to develop appropriate sustainability goals, objectives and associated performance measures, and methods for conducting performance measurement and monitoring; and (3) describe computation methods for these measures and possible data sources. KW - Decision making KW - Performance measurement KW - Research projects KW - State departments of transportation KW - Sustainable development KW - Sustainable transportation KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2500 UR - https://trid.trb.org/view/1232377 ER - TY - ABST AN - 01463804 TI - Watershed Resource Registry AB - The Watershed Resource Registry (WRR) is a collection of data and information, including an evaluation of watershed and wetland conditions and a database of mitigation opportunities needed to address future Clean Water Act (CWA) requirements. The following tasks are representative activities which the Environmental Protection Agency (EPA) Region 3 (R3) Water Protection Division (WPD) Office of State and Watershed Partnerships (OSWP) staff is undertaking in the development of the WRR with input and assistance from partner agencies. This funding agreement will support the work to be undertaken as part of these tasks. KW - Clean Water Act KW - Data collection KW - Environmental impacts KW - Partnerships KW - Watersheds KW - Wetland conservation UR - https://trid.trb.org/view/1232031 ER - TY - ABST AN - 01463300 TI - A Guidebook for Sustainability Performance Measurement for Transportation Agencies AB - State departments of transportation and other transportation agencies are struggling with how to integrate sustainability into their investment and operating decisions. In part, this is because there are multiple definitions of sustainability, and they are variously applied at different scales and at different points in system planning and programming; project development, design, construction, and maintenance; and operations. Transportation agencies are incorporating the principles of Context Sensitive Solutions and environmental stewardship into their, and sustainability potentially presents at least a variation and at most an entirely new way of evaluating agency performance. Agencies need assistance in developing sustainability goals and objectives and related performance measures. Popular definitions of sustainability consider the environmental, economic, and social implications of a decision and the rate of natural resource consumption relative to resource availability and the needs of future generations. For sustainability to be successfully incorporated into transportation, it is essential that these concepts are adequately understood, quantified and applied. Transportation agencies have strategic goals that cover a broad range of topics, many of which may be consolidated into categories that specifically address the dimensions of sustainability--economic health, social equity, and environmental stewardship. Examples include improved safety, reduced congestion, wetland conservation, enhanced economic opportunity, improved air quality, reliable mobility, system preservation, accelerated project delivery, economic vitality, ecosystem services, neighborhood preservation, and increased value of transportation assets. Climate change constitutes an emergent and critical area where agencies need immediate assistance. To achieve the goals of sustainable transportation, agencies require practical and easy-to-use tools or methods to continuously integrate sustainability into current agency performance measurement programs. Working with performance measures, however, can be a daunting task due to the large number of possible measures, extensive data that might be required, and computational complexity--hence the need for identifying useful and easy-to-use performance measures. The objective of this project was to develop a guide for state departments of transportation (DOTs) and other transportation agencies to use to measure the sustainability of their networks, systems, facilities, projects, and activities, at the appropriate scales, stages (long-range planning, programming, project development, design, construction, maintenance, operations), and time frames. The project will clearly describe the underlying principles of sustainability as they apply to transportation agencies. The guide (1) supports agency decision-making processes at various management levels; (2) enables agencies to develop appropriate sustainability goals, objectives and associated performance measures, and methods for conducting performance measurement and monitoring; and (3) describes computation methods for these measures and possible data sources. KW - Guidelines KW - Long range planning KW - Performance measurement KW - Programming (Planning) KW - Project management KW - State departments of transportation KW - Sustainable development UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2500 UR - https://trid.trb.org/view/1231526 ER - TY - ABST AN - 01566755 TI - Core Program Services for a Highway RD&T Program - FFY 2009 (TRB FY 2010) AB - This solicitation will cover the period of the Transportation Research Board's (TRB's) fiscal year 2010 that begins July 1, 2009, and ends June 30, 2010. 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/420 UR - https://trid.trb.org/view/1358411 ER - TY - ABST AN - 01543073 TI - Roller Compacted Concrete for Roadway Paving AB - The rising cost of oil and associated difficulties within the asphalt industry have been a cause for concern in the past year. In efforts to combat this problem, several states such as Florida, Alabama, Georgia, and Ohio have used alternative paving materials such as roller compacted concrete (RCC) to replace conventional concrete and/or asphalt on certain types of projects. RCC pavements have been used successfully for a number of years in ports, intermodal facilities, and other areas serving extreme loads; however, the use of RCC technology has only realty been applied to highways. Research is necessary to establish the features o f this product, as well as the economic benefits for the State of Arkansas. RCC is a zero slump concrete mixture. The RCC mixture utilizes the same materials as conventional concrete, but contains less paste. Thus, the mixture is stiff enough to support the weight of a roller during compaction. RCC pavements are constructed without forms, joints, steel reinforcing, or dowels, and do not required finishing. A number of methods for designing RCC mixes are currently available. To date, the industry has not adopted a standard method for these designs. The goals of this research project are to determine whether RCC can be utilized efficiently as an alternative roadway paving material within the State of Arkansas, identify any associated economic benefits, and to provide a standard RCC mix design procedure that can be implemented within the context of current Arkansas State Highway and Transportation Demand (AHTD) specifications. KW - Asphalt pavements KW - Economic benefits KW - Intermodal facilities KW - Mix design KW - Paving KW - Research projects KW - Roller compacted concrete KW - Roller compacted concrete pavements KW - Service life UR - https://trid.trb.org/view/1329729 ER - TY - ABST AN - 01498631 TI - Hamburg Wheel Tracking Device -- RB00-010 AB - Iowa is among 39 highway agencies that utilize AASHTO T-283 as the primary measure of moisture susceptibility. This test, adopted in 1985, has been widely criticized for its marginal correlation to field performance. The Hamburg Wheel Tracking Device (HWTD) measures the combined effects of rutting potential and moisture-induced damage by rolling a steel wheel across the surface of an asphalt concrete specimen immersed in water. The objectives of the study/technology implementation are: (1) Purchase a Hamburg Wheel Tracking Device for evaluation. (2) Compare the unit's ability to identify moisture susceptibility to that of AASHTO T283. (3) Evaluate the rutting potential of asphalt mixtures and correlate to field surveys. (4) Evaluate the stripping potential of both hot mix asphalt (HMA) and warm mix asphalt (WMA) mixtures. (5) Use results to incorporate the Hamburg wheel testing device (HWTD) into Quality Assurance measures. Three projects will be selected in the 2009 construction season to demonstrate different WMA technologies in accordance with ISU. Samples will be collected daily from the plant produced mix and compacted such that the specimen best approximates the in-situ moisture content and compaction temperature. Additional specimens will be stored for later testing. Once the HWTD is obtained, the stripping inflection point (SIP) will be determined on the specimens and compared to AASHTO T283 tensile strength ratio (TSR) results. Changes to SIP and TSR over time will be assessed to identify the long term effects of WMA additives/ processes as well as the HWTD's ability to measure these effects. The SIP and TSR will also be compared for HMA control sections. Results will be used to formulate additional testing plans for the 2010 construction season. If the testing is successful, the report will include recommendations and specification language for a Developmental Specification for use on future projects. KW - AASHTO T 283 KW - Hamburg Wheel Tracking Device KW - Hot mix asphalt KW - Moisture content KW - Pavements KW - Rutting KW - Tensile strength UR - http://publications.iowa.gov/id/eprint/15265 UR - https://trid.trb.org/view/1277978 ER - TY - ABST AN - 01466231 TI - Analysis of Compound Channel Flow with Two-Dimensional Models AB - none KW - Bridge piers KW - Channel flow KW - Cohesive soils KW - Flood plains KW - Geotechnical engineering KW - Hydraulics KW - Scour KW - Skewed structures KW - South Dakota UR - https://trid.trb.org/view/1234466 ER - TY - ABST AN - 01466224 TI - Estimation of the Generalized Truck Freight Elasticity of Demand: Case Study of the Seattle-Tacoma to Chicago Corridor AB - none KW - Case studies KW - Chicago Metropolitan Area KW - Decision making KW - Elasticity (Mechanics) KW - Freight traffic KW - Freight transportation KW - Policy making KW - Puget Sound Region KW - Research projects KW - Travel demand KW - Truck terminals KW - Trucking UR - https://trid.trb.org/view/1234459 ER - TY - ABST AN - 01464175 TI - Synthesis of Information Related to Highway Problems. Topic 41-01. Geometric Design Practices for Resurfacing, Restoration, and Rehabilitation AB - In response to a provision in the Surface Transportation Assistance Act of 1982, the Transportation Research Board studied the safety and cost effectiveness of highway geometric design standards and recommended minimum standards for Resurfacing, Restoration and Rehabilitation (RRR) projects on existing federal-aid highways, except for freeways. In 1987, The Transportation Research Board (TRB) published Special Report 214, Designing Safer Roads: Practices for Resurfacing, Restoration, and Rehabilitation." The American Association of State Highway Transportation Officials (AASHTO) subsequently amended the Foreword of the Policy on Geometric Design for Highways and Streets to include the following sentence: "This publication is not intended as a policy for Resurfacing, Restoration, or Rehabilitation (3R) projects and refers the reader to TRB Special Report 214 for design guidance." In 2001, AASHTO published Guidelines for Geometric Design for Very-Low Volume Local Roads (ADT ≤ 400). While this document does not specifically address RRR work, it does provide some guidance related to improving the safety and cost-effectiveness of geometric design for existing, low-volume roads. With TRB SR 214 specifically addressing RRR work on federal-aid highways and AASHTO providing limited guidance only on roads with ADT less than 400 vehicles per day, there is a lack of design guidance for RRR work on the wide range of roads that have traffic volumes in excess of 400 vehicles per day but are not eligible for federal-aid funding. A need exists to document the state of highway practice related to resurfacing, restoration, and rehabilitation (3R) design guidelines for these roadway types. State transportation agencies in Alabama, California, Florida, Kansas, North Carolina, Oregon, and Texas all have 3R design guidelines; however, all are different. It is therefore likely that the range of current practice is considerable. The main focus of this project should be to conduct a state transportation agency survey to document current practices related to 3R design. The synthesis should document the range of 3R design practices used by state transportation agencies in the United States. This product of this synthesis will be of considerable value to local transportation agencies in need of a document that highlights best practices of 3R design policies currently used in the U.S. Information will be gathered by literature review, survey of transportation agencies, and selected interviews. KW - Average daily traffic KW - Cost effectiveness KW - Geometric design KW - Highway design KW - Highway maintenance KW - Highway safety KW - Low volume roads KW - Pavement maintenance KW - Rehabilitation (Maintenance) KW - Research projects KW - Restoration KW - Resurfacing UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2739 UR - https://trid.trb.org/view/1232403 ER - TY - ABST AN - 01464174 TI - Synthesis of Information Related to Highway Problems. Task 41-02. Effective Delivery of Small-Scale Federal Aid Requirements AB - Many federally-funded transportation programs provide funds for small-scale projects that are administered by local governments. Relatively small projects need to comply with the same requirements as large highway projects. There is no provision that modifies the requirements based on the scale or scope of a project. In the case of small projects, a disproportionate amount of resources may have to be spent on administration to implement the projects. For example, many agencies rarely fund a project that is under $100,000 under the Transportation Enhancement program since it would be too small to justify the cost of implementing all of the requirements it would be burdened by. According to the creating legislation (Section 1807 of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users), projects funded under the Nonmotorized Transportation Pilot Program (NMTPP), must also follow the requirements of a project on the federal aid system. This is also the case with the relatively new Safe Routes to School program. Many Safe Routes to School infrastructure projects fall under the $100,000 for projects such as filling in missing sidewalk segments, installing a bridge or improve pedestrian crossing areas. Other FHWA programs, like the Recreational Trails Program, do not have to comply with the same level of requirements. KW - Bikeways KW - Crosswalks KW - Federal aid KW - Footbridges KW - Nonmotorized transportation KW - Nonmotorized Transportation Pilot Program KW - Project management KW - Research projects KW - Small UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2740 UR - https://trid.trb.org/view/1232402 ER - TY - ABST AN - 01464171 TI - Synthesis of Information Related to Highway Problems. Topic 41-05. Design Fires in Road Tunnels AB - The objectives of this study is to synthesize the available information related to design fires in roadway tunnels, to identify gaps in that information and to provide a framework for design guidance. A design fire is characterized by a number of parameters including the temperature, heat release rate and combustion products. KW - Combustion KW - Fire KW - Heat KW - Highway safety KW - Tunnel fires KW - Tunnels KW - Vehicle fires UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2743 UR - https://trid.trb.org/view/1232399 ER - TY - ABST AN - 01464169 TI - Synthesis of Information Related to Highway Problems. Topic 41-07. Operational and Institutional Agreements that Facilitate Regional Traffic Signal Operations Programs AB - Regional traffic signal management and operations are critical for the effective movement of people and goods. Traffic signal systems tend to operate inefficiently, often defy performance measurement, and rarely operate in a coordinated mode across jurisdictional boundaries. Regional collaboration is needed to advance corridor and incident management strategies. Recognizing the cost-effective opportunity to improve safety and mobility, reduce energy consumption and improve air quality, coalitions have been formed in a variety of ways to engage stakeholders. These stakeholders include Metropolitan Planning Organizations (MPOs), city, county and state DOTs, transit agencies, and others. They have joined together to form Regional Traffic Signal Operations Programs (RTSOPs). These programs through operational and institutional agreements facilitate a variety of activities from training and outreach to shared control and coordination of traffic signal systems across state and local jurisdictional boundaries. This study will focus on identifying the strategies, practices, and relationships used to develop and sustain regional traffic signal operations programs. The synthesis will inform stakeholders interested in forming cooperative relationships about current practices, institutional arrangements, agreements and organizational frameworks. KW - Highway operations KW - Metropolitan planning organizations KW - Regional transportation KW - Traffic control centers KW - Traffic signal control systems KW - Traffic signals KW - Training UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2745 UR - https://trid.trb.org/view/1232397 ER - TY - ABST AN - 01464168 TI - Synthesis of Information Related to Highway Problems. Topic 41-08. Implementing Race-Neutral Measures in State Disadvantaged Business Enterprise (DBE) Programs AB - State Departments of Transportation are required to establish an annual Disadvantaged Business Enterprise (DBE) participation goal and methodology for federal-aid highway contracts using funds disbursed by the Federal Highway Administration (FHWA). The federal regulatory mandate is set forth in Title 49 Code of Federal Regulations Part 26 (Part 26). Each state is required to submit new overall goals for DBE participation each year. The process is elaborate and requires using the two-step goal-setting process set forth in Section 26.45 of Part 26 by establishing a base figure for DBE availability; describing the evidence with which it was calculated; by making adjustments to that figure, where appropriate; and, describing the evidence relied upon for such adjustments. Under Step One of the goal-setting process, states must calculate DBE availability to set a new annual overall goal for FHWA-assisted contracts based upon "demonstrable evidence of the availability of ready, willing and able DBEs relative to all businesses ready, willing and able to participate" on its FHWA-assisted contracts. Under Step Two, states must examine all relevant evidence for consideration of a possible adjustment to the base figure to reflect the "effects of the DBE program and the level of participation that would be expected but for the effects of past and present discrimination." To accomplish goals, many states have implemented "supportive services programs," which are race-neutral measures that assist DBEs to remove barriers and to compete successfully in the marketplace outside the DBE program. This study will review and synthesize problems faced by states in DBE program administration and goal setting and remedies used to overcome identified problems including race neutral efforts. KW - Contract administration KW - Contractors KW - Disadvantaged business enterprises KW - Federal aid KW - Strategic planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2746 UR - https://trid.trb.org/view/1232396 ER - TY - ABST AN - 01464167 TI - Synthesis of Information Related to Highway Problems. Topic 41-09. Techniques for Effective Construction of Highway Projects in Congested Urban Areas AB - Aging highway infrastructures, difficulty in new right-of-way acquisition, and increasing urban population, all lead to many construction projects on existing, congested urban roadways. A number of factors add to the complexity and difficulty of these projects: (1)  Many infrastructure systems share the same public corridors as highways, including utilities, rail, bus, bicycle and pedestrian traffic. *(2) Urban roadways often cross multiple political jurisdictions and are under the watchful eye of many stakeholders. Mediation among the diverse goals of these jurisdictions and stakeholders requires special techniques and may cause delay in design and execution. (3) These roadways carry important traffic, including general public use, commercial traffic, freight mobility and public safety. Dense population and limited alternative pathways often makes wholesale closure of the roadway infeasible while performing construction, reconstruction, or rehabilitation. (4) Construction on roadways under these conditions creates the need for special work methods. It is the purpose of this study to review the techniques that have been developed by the various state departments of transportation (DOTs) in dealing specifically with the issue of construction on highways in highly congested urban environments. The scope is limited to actions beginning with facility design. Full roadway closures are not excluded from study. KW - Aging (Materials) KW - Aging infrastructure KW - Infrastructure KW - Lane closure KW - Mobility KW - Reconstruction KW - Road construction KW - State departments of transportation KW - Traffic congestion KW - Urban areas KW - Urban transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2747 UR - https://trid.trb.org/view/1232395 ER - TY - ABST AN - 01464166 TI - Synthesis of Information Related to Highway Problems. Topic 41-10. Developing Production Pile Driving Criteria from Test Pile Data AB - Practices vary widely nationwide for developing production pile driving criteria from test pile data obtained from static load testing, rapid load testing, or high strain dynamic testing with signal matching analysis. The FHWA pile design/construction manual has some information and guidance on this issue. However, the guidance in that manual is not adequate to insure that this issue is handled consistently. This study will gather and synthesize information on the current state-of-practice to supplement the FHWA manual. Recently, AASHTO Technical Committee T-15 conducted a nationwide survey of the state DOT's that specifically attempted to gather opinions on the issue. This synthesis would gather the practices various states use, allowing others using the synthesis to identify the common elements as well as the differences, and possibly advantages and disadvantages of each approach, especially as applied to specific situations or site conditions. KW - Design criteria KW - Load tests KW - Pile driving KW - State of the practice KW - Strain (Mechanics) KW - Structural analysis KW - Test data UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2748 UR - https://trid.trb.org/view/1232394 ER - TY - ABST AN - 01464165 TI - Synthesis of Information Related to Highway Problems. Topic 41-11. Transportation Improvement Program Revision Process AB - Federal legislation specifies that a Transportation Improvement Program (TIP) be developed and maintained by the Metropolitan Planning Organization (MPO) in consultation with the State, public transportation operators, and any other interested parties (Title 23, Chapter 1, § 134). Federal transportation legislation endowing MPOs with funding authority through the Surface Transportation Program (STP) and Congestion Mitigation and Air Quality Improvement Program (CMAQ) has provided MPOs with almost twenty years of experience in managing the TIP and the flow of federal funds to projects. Activities by the TRB Transportation Programming, Planning and Systems Evaluation Committee (ADA50) reveal distinct variations across the country in the way the TIP is managed once adopted. A mini-peer exchange conducted at the 2008 mid-year meeting highlighted some of these differences. It raised questions as to why TIP amendment processes approved in one part of the country are disallowed in other parts of the country. It pointed out efficiencies practiced in some regions that are not familiar to other regions. This synthesis of approved Transportation Improvement Program (TIP) amendment processes in practice by MPOs, States, and regional FHWA and FTA offices is needed to further the current state of the practice. Over the last three transportation acts MPOs have used flexibility inherent in the legislation to develop a number of different approaches to amending the TIP and keeping it current. This in turn is accompanied by a number of different relationships between the State, the MPO, and the regional FHWA and FTA offices in managing the TIP. Efficiencies realized in the TIP amendment process would be of value to those looking to minimize non-productive time between the allocation and obligation of funds, and the level of effort required to respond to changing project needs. But the ability to learn about approved practices and evaluate them for applicability is a hit-or-miss endeavor for MPOs, States, and regional FHWA and FTA offices. A compendium of approved real-world practices will be a valuable resource to regional, state, and federal practitioners. KW - Air quality management KW - Congestion Mitigation and Air Quality Improvement Program KW - Exhaust gases KW - Ground transportation KW - Metropolitan planning organizations KW - Pollutants KW - Public transit KW - Surface Transportation Program KW - Traffic congestion KW - Transit operating agencies KW - Transportation Improvement Program UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2749 UR - https://trid.trb.org/view/1232393 ER - TY - ABST AN - 01464164 TI - Synthesis of Information Related to Highway Problems. Topic 41-12. Microsurfacing Best Practices AB - Microsurfacing treatments are widely used for preventative maintenance of pavements. While there has been extensive research on hot mix asphalt design and chip seal surface treatments, microsurfacing design and construction continues to depend more on local field experience and judgment, instead of a generally accepted engineering methodology. When not properly applied, these treatments fail early and incur costly corrective maintenance for user agencies. Microsurfacing NCHRP Synthesis 342: Chip Seal Best Practices successfully brought together in one document the national experience in that pavement maintenance/preservation treatment. A similar synthesis needs to be done for microsurfacing. KW - Chip seals KW - Hot mix asphalt KW - Microsurfacing KW - Mix design KW - Pavement maintenance KW - Preventive maintenance KW - Surface treating UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2750 UR - https://trid.trb.org/view/1232392 ER - TY - RPRT AN - 01560231 AU - Lyons, William M AU - Rasmussen, Ben AU - Rainville, Lydia AU - Turchetta, Diane AU - Gaber, Mark AU - Volpe National Transportation Systems Center AU - Research and Innovative Technology Administration AU - Department of Transportation AU - Federal Highway Administration TI - Integration of Climate Change Considerations in Statewide and Regional Transportation Planning Processes PY - 2009/07//Final Report SP - 127p AB - This report is part on on-going work for the US Department of Transportation’s Center for Climate Change and Environmental Forecasting and the Federal Highway Administration to highlight innovative actions and initiatives undertaken by states and metropolitan planning organizations (MPOs) to incorporate climate change considerations as part of the transportation planning process. The report provides case studies and proceedings from two panels of state and regional experts. Although the report considers both reduction of greenhouse house gas emissions and adaptation of transportation facilities to climate change, it focuses on reductions to reflect the priority of the organizations’ studied. Climate change considerations can shape the selection of investments and strategies within state and metropolitan area transportation planning processes. The case studies and panel summaries focus on how participating states and MPOs are considering climate change in the following aspects of transportation planning: vision and long range planning; forecasts, data and performance measures; public involvement; collaboration with partners; and project selection. The report provides analysis, observations, and lessons learned from the case studies and panels to assist peer states, regions and local areas interested in expanding how they incorporate climate change into transportation planning processes. KW - Case studies KW - Climate change KW - Environmental policy KW - Greenhouse gases KW - Metropolitan planning organizations KW - Policy making KW - Regional planning KW - State departments of transportation KW - Transportation planning KW - Transportation policy UR - http://www.climate.dot.gov/state-local/integration/pdf/transportation_planning.pdf UR - http://ntl.bts.gov/lib/54000/54600/54660/transportation_planning.pdf UR - https://trid.trb.org/view/1348691 ER - TY - RPRT AN - 01454863 AU - Ford, Kevin M AU - Fricker, Jon D AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Real-Time Socio-Economic Data for Travel Demand Modeling and Project Evaluation PY - 2009/07//Final Report SP - 135p AB - Small and medium-sized communities often lack data that are complete, current, representative of the community, and appropriate for the travel demand models/software to be applied. To aid such communities, this research was conducted to meet the following objectives: (1) Identify and facilitate the communication of data that is updated more frequently than the Decennial Census for Indiana Travel Demand Models; (2) Allow the use of cross-classification techniques within trip generation for planning organizations that lack the time and resources to conduct travel demand/household surveys; (3) Evaluate the sensitivity of travel demand model outputs to varied parameters and inputs so as to help focus data collection and guide parameter selection; and (4) Apply risk management strategies to travel demand modeling so as to help planners program the most resource efficient projects. KW - Communities KW - Indiana KW - Project evaluation KW - Real time information KW - Risk analysis KW - Sensitivity analysis KW - Socioeconomic factors KW - Transportation planning KW - Travel demand KW - Trip generation UR - http://dx.doi.org/10.5703/1288284314314 UR - https://trid.trb.org/view/1218785 ER - TY - RPRT AN - 01454435 AU - Kishore, Varun AU - Abraham, Dulcy M AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Construction Costs - Using Federal Vs. Local Funds: Identifying Factors Affecting Highway Construction Costs when Sources of Funding Vary: A Case Study PY - 2009/07//Final Report SP - 77p AB - Costs of highway construction projects have been rising with rising prices of construction materials such as asphalt, concrete and steel. Identifying cost saving strategies is one of the ways of efficient utilization of available funds (federal and local) by the state Department of Transportations (DOTs) and Local Public Agencies (LPAs). A case study of a sample pair of projects (a federal-aid project and a 100% locally funded project) constructed in Elkhart County, Indiana was undertaken to compare construction costs when sources of funding vary. Based on analysis of cost details from these two projects and discussions with the general contractor involved with these projects and other contractors in Indiana, possible reasons of cost differences between the projects were identified. Pavement evaluation tests were conducted to compare the pavement conditions of the road sections built under the two sample projects. This report presents some observations regarding cost differentials between federally funded projects vs.100% locally funded projects, and provides some suggestions for future investigation and study. KW - Case studies KW - Construction costs KW - Construction projects KW - Costs KW - Financing KW - Government funding KW - Indiana KW - Local government agencies KW - State departments of transportation UR - http://dx.doi.org/10.5703/1288284314310 UR - https://trid.trb.org/view/1218781 ER - TY - RPRT AN - 01454084 AU - Dooley, Frank AU - Tyner, Wallace AU - Sinha, Kumares C AU - Quear, Justin AU - Cox, Lydia AU - Cox, Maria AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - The Impacts of Biofuels on Transportation and Logistics in Indiana PY - 2009/07//Final Report SP - 90p AB - Like the rest of the United States, the ethanol industry in Indiana has rapidly expanded, growing from one plant in 2006 to a projected 13 by 2010. One result of this expansion is that truck and rail traffic flows in Indiana are shifting, as more corn and beans are processed in state. Most of the change in transportation requirements will likely be concentrated in regions of Indiana where the ethanol plants are constructed. The goal of this work was to determine how the entry of ethanol and biodiesel plants changes the inbound and outbound transportation flows of corn, soybeans, distillers grains (DDGS), and ethanol at the county level in Indiana between 2006 and 2010, focusing on modal and market shifts. The addition of 12 ethanol and 2 biodiesel plants from 2006 to 2010 increases total annual truckloads by 8%, but vehicle miles of travel (VMTs) by 39%. This is due to fewer short hauls of corn and beans to local grain elevators replaced by longer hauls to ethanol plants. In addition, the movement of DDGS and ethanol is largely by truck. As more grain is processed within Indiana, less is shipped to out-of-state users by rail. However, outbound rail movements of ethanol and DDGS offset this somewhat. Finally, the changes in traffic flows are heavily concentrated in those counties with ethanol plants. As more ethanol plants are constructed, transportation requirements will change. Increases in the volume of truck traffic (more trucks and more miles traveled by each truck) will increase damage on local roads. This research identifies regions with large increases in truck traffic resulting from new ethanol and biodiesel plants. In turn, transportation planners can anticipate a reallocation of maintenance budgets to maintain key highways and bridge. KW - Biomass fuels KW - Commodity flow KW - Haul distance KW - Impacts KW - Indiana KW - Industrial plants KW - Local roads KW - Logistics KW - Railroad traffic KW - Truck traffic UR - http://dx.doi.org/10.5703/1288284314289 UR - https://trid.trb.org/view/1218755 ER - TY - RPRT AN - 01454079 AU - Morre, D James AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Creation of a Committed Johnsongrass Area and Implementation Study PY - 2009/07//Final Report SP - 34p AB - This project was to develop a committed roadside Johnson grass research area with controlled mowing and date of spraying adjacent to US 63 from I-74 south to JCT US 36 and to continue studies of a cold-adapted Johnson grass ecotype identified in the Northern-most tier counties in Indiana (IN) in an area adjacent to IN 23 between South Bend and New Liberty, IN. The cold-adapted Johnson grass provides a further threat of encroachment of roadside-established Johnson grass onto adjacent cropland of considerable potential economic consequence. Completed was a 3-year study with Roundup alone and in combination with Outrider either as a tank mix or sequentially with Roundup followed after several weeks by Outrider or Outrider followed after several weeks by Roundup comparing different rates, dates of application and stages of development. Roundup alone or in sequence several weeks following Outrider was without effect on Johnson grass regrowth. A small benefit from 0.4 lb/A Roundup 3 to 6 weeks post Outrider was insufficient to justify the additional cost and offered no benefit over post Outrider mowing at the same stage. Correlations were with stage of growth with Johnson grass 24 to 30 in. tall, 33-36 in. tall and 40-42 in. tall without seed heads, seed heads forming in the boot, early anthesis (flowering), late flowering or with seed heads formed and 50-60 in. tall and spray date. Fall 2006 marked initiation of the final implementation of the project. Outrider alone at a rate of 0.5 oz/100 gal plus a detergent at 0.12% of the total spray mixture spot sprayed to the point of runoff is to be recommended. Best results are expected with regrowth following mowing although about >90% control can be expected from midseason to late spraying of mature Johnson grass. Evaluated in 2007 and 2008 was the optimum regrowth stage to treat and the response to mowing following spraying. Johnson grass can be mowed very soon after spraying (next day or late same day) without loss of treatment effectiveness. In laboratory studies, a candidate Outrider binding protein was identified and cloned. KW - Grasses KW - Herbicides KW - Indiana KW - Mowing KW - Roadside flora KW - Spraying KW - Vegetation control UR - http://dx.doi.org/10.5703/1288284314283 UR - https://trid.trb.org/view/1218749 ER - TY - RPRT AN - 01375849 AU - Medina, J Alberto AU - Clouser, Tyson R AU - Pennsylvania Department of Transportation AU - Pennsylvania Department of Transportation AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Evaluation of RePlay Soy-Based Sealer for Asphalt Pavement PY - 2009/07//Final Report SP - 23p AB - BioSpan Technologies has developed a product named RePlay. The product is a soy derivative and has been marketed to drastically reduce the infiltration of air and water into pavement. The company further claims that the oils increase the flexibility of aged, brittle pavement, deterring reflective cracking. The product contains approximately 15% polymers, which the company claims increase the resistance to raveling, rutting, and cracking. This research project will evaluate RePlay’s effectiveness at reducing permeability without unacceptably reducing durability or skid resistance. KW - Asphalt pavements KW - Evaluation KW - Pavement maintenance KW - Pavement performance KW - Permeability KW - Sealing compounds KW - Soy based materials UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/New%20Products%20&%20Innovations/RePlay%20Soy-Based%20Sealer,%20Evaluation%20of%202008-035.pdf UR - https://trid.trb.org/view/1142268 ER - TY - RPRT AN - 01341154 AU - Wolshon, Brian AU - Lefate, J AU - Naghawi, Hana AU - Montz, Thomas AU - Dixit, V AU - Louisiana State University, Baton Rouge AU - New Orleans University AU - Federal Highway Administration TI - Application of TRANSIMS for the Multimodal Microscale Simulation of the New Orleans Emergency Evacuation Plan PY - 2009/07 SP - 163p AB - Following the obvious failings to effectively evacuate the low-mobility populations from New Orleans for Hurricane Katrina, state and local officials in Louisiana as well as their federal counterparts, developed a revised evacuation plan for the region that includes a much greater usage of public transit resources. The 2006 post-Katrina New Orleans City Assisted Evacuation Plan relies on busses, trains, and even airplanes to ferry out elderly, infirm, tourists, and economically disadvantaged residents of the city using a complex relay system that spans between various modes and locations. Although officials are confident that the new plan will eliminate much of the delays and suffering experienced by these low-mobility individuals, at the time of this research and development project the plan was not yet complete and had never been tested or evaluated to any degree. The city assisted evacuation plan for New Orleans is one of the cornerstones of the city's emergency preparedness position to assist the elderly, sick, and poor. However, it had never been used, practiced, or even simulated and no one knew how well or even if it will actually work. In this project the Transportation Analysis and Simulation System (TRANSIMS) was applied for emergency transportation planning and analysis. In this effort, the TRANSIMS platform was used to develop a transportation model to simulate the travel processes associated with an evacuation of the New Orleans Louisiana metropolitan region. Given the temporal and spatial scales of mass evacuations, it was theorized that the scalability and level of detail afforded by the TRANSIMS program would make it an ideal system to model, test, and evaluate evacuation and other emergency transportation plans. KW - Disaster preparedness KW - Disasters and emergency operations KW - Emergency management KW - Evacuation KW - Microsimulation KW - Multimodal transportation KW - New Orleans (Louisiana) KW - Public transit KW - TRANSIMS (Computer model) KW - Transit operating agencies KW - Transportation planning UR - http://evaccenter.lsu.edu/pub/09-01.pdf UR - https://trid.trb.org/view/1103106 ER - TY - RPRT AN - 01337278 AU - Wu, Zhong AU - Gaspard, Kevin AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Mechanistic Flexible Pavement Overlay Design Program PY - 2009/07//Final Report SP - 92p AB - The current Louisiana Department of Transportation and Development (LADOTD) overlay thickness design method follows the “Component Analysis” procedure provided in the 1993 AASHTO pavement design guide. Since neither field nor laboratory tests are required by LADOTD for this method, pavement engineers usually rely on a pre-assigned parish-based typical subgrade resilient modulus value and a set of assumed layer coefficients for determining the effective structural number of an existing pavement in an overlay thickness design. This may lead to significant errors in the designed overlay thickness results because the selected design parameters do not represent actual field conditions. The objective of this research was to develop an overlay design method/procedure that is used for a structural overlay thickness design of flexible pavement in Louisiana based upon (1) in-situ pavement conditions and (2) non destructive test (NDT) methods, specifically the falling weight deflectometer (FWD) and/or Dynaflect. Fifteen overlay rehabilitation projects were selected for this study. These projects were strategically located throughout Louisiana with different traffic levels. At each selected project, NDT deflection tests including the falling weight deflectometer (FWD) and Dynaflect were performed at a 0.1-mile interval. For some of the selected projects, detailed condition survey data including cracking, rut depth, International Roughness Index (IRI), mid-depth temperature, and pavement thickness was also collected. Six NDT-based overlay design methods were selected and used in the overlay thickness design analysis. Results indicated that the 1993 AASHTO NDT procedure generally over estimated the effective structural number for the existing asphalt pavements in Louisiana, which would result in an under-designed overlay thickness. On the other hand, other NDT methods (i.e., ROADHOG, Asphalt Institute MS-17, Louisiana 1980 Deflection method, ELMOD5, and EVERPAVE) were found inapplicable to the Louisiana pavement conditions because all those methods rely on locally calibrated design parameters. Since further calibration of those NDT methods requires additional testing resources and is also considered very time-consuming, a modified FWD deflection based overlay thickness design method was proposed in this study. This method, based upon the Louisiana Pavement Evaluation Chart (a relation between Dynaflect deflections and the structural number of existing pavements) and in-situ subgrade modulus, is deemed able to directly represent Louisiana’s pavement condition. The cost/benefit analysis revealed that, as compared to the current LADOTD component analysis method, the proposed NDT-based overlay design method would potentially save millions of dollars in the flexible pavement rehabilitation in Louisiana. Therefore, before full implementation of the new Mechanistic-Empirical (M-E) pavement design method, the proposed NDT-based overlay design method is recommended for implementation by LADOTD. KW - Bituminous overlays KW - Condition surveys KW - Deflection tests KW - Dynaflect KW - Falling weight deflectometers KW - Flexible pavements KW - Louisiana KW - Mechanistic design KW - Nondestructive tests UR - http://www.ltrc.lsu.edu/pdf/2010/fr_454.pdf UR - http://ntl.bts.gov/lib/37000/37800/37858/fr_454.pdf UR - https://trid.trb.org/view/1098657 ER - TY - RPRT AN - 01220475 AU - Barrett, Amy Smith AU - Kim, Hyeong AU - Frank, Karl H AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Field Test and Finite Element of I-345 Bridge in Dallas PY - 2009/07//Technical Report SP - 169p AB - This report documents a field test to determine the stresses at areas where fatigue cracks had formed in the bridges. Two bridges were instrumented and subjected to controlled truck traffic. In addition, the service fatigue stresses were evaluated by monitoring the stresses for a 1 week period after the controlled truck testing. A three dimensional finite element model was constructed of each bridge. The stresses from the field tests and the model were compared. The floor beams were found to behave as composite with the bridge deck when the truck loads were near floor beams. The local stress at the critical sections was in reasonable agreement between the field and analytical results. Proposed retrofit schemes were evaluated in the analytical model. In general, the proposed schemes appear to reduce the stresses at the critical locations, however high stresses are generated in other areas that have not cracked. The unsymmetrical support conditions of some of the girder units cause twisting of bridge section. Adding of additional supports to make the bridge support symmetrical will also improve fatigue performance of the bridge. KW - Bridges KW - Dallas (Texas) KW - Fatigue cracking KW - Field tests KW - Finite element method KW - Retrofitting KW - Stresses KW - Structural analysis KW - Structural supports UR - http://www.utexas.edu/research/ctr/pdf_reports/5_4124_01_2.pdf UR - https://trid.trb.org/view/968942 ER - TY - SER AN - 01164260 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Bordelon, Amanda AU - Roesler, Jeffery AU - Hiller, Jacob AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Mechanistic-Empirical Design Concepts for Jointed Plain Concrete Pavements in Illinois PY - 2009/07//Research Report SP - 256p AB - The Illinois Department of Transportation (IDOT) currently has an existing jointed plain concrete pavement (JPCP) design method based on mechanistic-empirical (M-E) principles. The objective of this research was to provide IDOT with an improved design process for JPCP based on new research findings over the past 15 years. Existing JPCP methods such as the Mechanistic Empirical Pavement Design Guide (MEPDG) were reviewed. Two conclusions from the review of current design methods were that a geographic specific temperature and site specific load spectra analysis were not necessary at this time to produce reasonable concrete thicknesses. A single climate zone and the ESAL concept to represent mixed truck traffic are therefore still recommended for the state of Illinois based on current rigid pavement design technology. A new mechanistic-empirical design process was proposed based on the principles of the current IDOT method. This new design process was implemented into a spreadsheet program to allow for rapid plotting of design charts and also to enable pavement engineers to readily conduct special design studies that may be warranted when certain inputs fall outside the recommended values used to plot the new design charts. The new design inputs are pavement layer and slab geometry, material layer properties, concrete strength, ESALs, slab-base interface bond condition, temperature curling analysis type, shoulder type, and a reliability-based fatigue algorithm derived from laboratory beam tests. Due to the limited JPCP performance data, the recommended design process did not use a field calibrated damage-to-cracking model but was verified against the existing JPCP method. KW - Concrete pavements KW - Illinois KW - Jointed plain concrete pavements KW - Mechanistic design KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Rigid pavements UR - http://hdl.handle.net/2142/15210 UR - http://ntl.bts.gov/lib/55000/55700/55774/FHWA-ICT-09-052.PDF UR - https://trid.trb.org/view/923576 ER - TY - SER AN - 01164250 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Kuchma, Daniel A AU - Hart, Christopher R AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Development of Standard for Lifting Loops in Precast Deck Beams PY - 2009/07//Final Report SP - 151p AB - Prestressing strands, bent into loops and cast within beams, are the most common anchorage system used for handling precast beams. No national guidance exists for the design of lifting loops in members that are shallower than 24 inches. To address this shortcoming, the 2003 IDOT Prestressed Concrete Manual provided requirements for lifting loops that were derived from experience and best engineering judgment. An experimental research program was conducted at the University of Illinois to investigate the performance and capacity of lifting loops cast in deck beams, and also on the rupture strength of strand loops that protrude from heavily confined specimens. The key variables in the deck beam tests were the shape of the lifting loop, depth of embedment, side edge distance, number of strands per loop, number of lifting loops in a corner of a beam, and angle of pull. The key variables in the strand rupture tests were the number of strands per lifting loop, the uniformity of strand shape, the constraint of strands by a conduit, and the shape of the contact surface of the lifting device. The results of these experiments, in conjunction with a review of previous work and field practices, support and help justify the recent changes to IDOT lifting loop design requirements as presented in the 2007 ABD Memorandum 07.2. In the absence of another suitable design, a lifting loop must satisfy the IDOT requirements of a minimum 60-degree lift angle, a minimum 6-inch edge clearance, and an embedment depth that is at least equal to the overall depth of the member less 4 inches. The test results demonstrated the benefit of using multiple stands per lifting loop, multiple lifting loops in a corner of a beam, higher lift angles, and conduit to help ensure more uniform shape and engagement of strands. The results of this research have reinforced IDOT’s current design requirements for lifting loops and revealed the need for a national standard. KW - Beams KW - Bridge decks KW - Handling and conveying equipment KW - Lifting KW - Precast concrete KW - Prestressing strands UR - http://hdl.handle.net/2142/25522 UR - http://ntl.bts.gov/lib/55000/55700/55777/FHWA-ICT-09-056.PDF UR - https://trid.trb.org/view/923582 ER - TY - RPRT AN - 01162473 AU - Troiano, Gino P AU - DeWolf, John T AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Field Strain Monitoring to Evaluate Unexpected Cracking in a Non-Redundant Steel Plate Girder Bridge PY - 2009/07 SP - 27p AB - This study was carried out to evaluate fatigue cracking in tie plates in a multi-span, non-redundant, steel plate-girder bridge. The plates are needed to provide continuity for the transverse floor beams. Repairs have been on-going, and the goal was to explain the cause of cracking and provide guidelines for those responsible for designing the repairs to assure that there would be no further cracks. The designers expected that these bolted plates would act in simple tension, which is a reasonable assumption based on the plans and actual bridge. Field monitoring has demonstrated, however, that the plates are acting as bending members, with bending occurring in the horizontal plane. The field testing, combined with a finite element analysis, have been used to explain the behavior causing bending and to provide guidance on how best to make the repairs. KW - Bending KW - Fatigue cracking KW - Field tests KW - Finite element method KW - Monitoring KW - Plate girder bridges KW - Repairing KW - Tension KW - Tie plates UR - http://www.ct.gov/dot/LIB/dot/documents/dresearch/CT-2251-2-09-4.pdf UR - https://trid.trb.org/view/921565 ER - TY - RPRT AN - 01162211 AU - Federal Highway Administration TI - I-65 to US 31W access improvement, Warren County : environmental impact statement PY - 2009/07//Volumes held: Final, Final Appendix KW - Environmental impact statements KW - Kentucky UR - https://trid.trb.org/view/923197 ER - TY - RPRT AN - 01162051 AU - Federal Highway Administration TI - Marin-Sonoma Narrows (MSN) HOW widening project, Marin and Sonoma counties : environmental impact statement PY - 2009/07//Volumes held: Draft(2v) (v.2 fol), Dapp, F(3v) (v.2 fol), Fapp KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/923035 ER - TY - RPRT AN - 01160004 AU - Briglia, Peter M AU - Howard, Zachary N AU - Fishkin, Emily AU - Hallenbeck, Mark E AU - Martin, Anna St AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - In-Service Evaluation of Major Urban Arterials with Landscaped Medians–Phase II PY - 2009/07//Research Report SP - 52p AB - Because of undesirable characteristics of some major arterials such as State Route (SR) 99 north and south of Seattle several cities are implementing redevelopment plans. These redevelopment proposals for SR 99 and other state routes include landscaped medians, many with trees placed close to the roadway in either the median or shoulder areas. However, WSDOT’s clear zone width criterion may not always be met when trees are placed within curbed medians. To address this potential conflict, WSDOT chose to adopt an in-service evaluation process that would study collision, environmental, operational, and maintenance experiences in the field. A report was prepared in 2007 that summarized an analysis of two of the 13 median treatment projects. That report also provided before data and condition information on all median sections. This report summarizes the analysis of five additional sections. Because of changes in the methodology, previously reported accident rates were recalculated to be consistent with the after data from this analysis. Data from the before and after periods were also analyzed at two control locations where no median treatments were installed. Total, fatal, fixed object, pedestrian/bicycle, tree, curb/median and U-turn accident rates were analyzed. The percentages of intersection-related, driveway-related, and other accidents were analyzed. Overall, accidents decreased significantly for the treatment locations, but no other types of accidents showed significant changes at either the treatment or the control locations, except for the percentage of other types of accidents at the control locations, which increased significantly. It appears that the installation of landscaped medians does not have a detrimental effect on safety and may result in an overall decrease in accidents, conclusions consistent with those of the first phase. KW - Arterial highways KW - Crash rates KW - In service performance KW - Landscaping KW - Medians KW - Trees KW - Urban design KW - Urban highways UR - http://www.wsdot.wa.gov/research/reports/fullreports/636.2.pdf UR - http://ntl.bts.gov/lib/56000/56100/56162/WA-636.2.PDF UR - https://trid.trb.org/view/920492 ER - TY - RPRT AN - 01156613 AU - Vanasse Hangen Brustlin, Incorporated AU - Federal Highway Administration TI - Maintenance of Drainage Features for Safety, A Guide for Local Street and Highway Maintenance Personnel PY - 2009/07//Final Report SP - 40p AB - This guide was prepared to help local road agency maintenance workers understand the importance of maintaining and upgrading drainage features on their road system. Storm water that stands or ponds on the road surface and shoulders can contribute to crashes. It can cause hydroplaning under water conditions and skidding under icing conditions. Water run-off can deteriorate the shoulder and sideslopes, and reduce the effectiveness of safety hardware (guardrails, sign posts, etc.). This guide identifies typical drainage problems and suggests corrective measures to improve safety. KW - Drainage KW - Guidelines KW - Highway maintenance KW - Highway safety KW - Maintenance personnel KW - Runoff KW - Streets UR - http://safety.fhwa.dot.gov/local_rural/training/fhwasa09024/fhwasa09024.pdf UR - https://trid.trb.org/view/917342 ER - TY - RPRT AN - 01154158 AU - Won, Moon AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of MEPDG with TxDOT Rigid Pavement Database PY - 2009/07//Technical Report SP - 67p AB - The Texas Department of Transportation (TxDOT) initiated the rigid pavement database project to collect information on the general performance of portland cement concrete (PCC) pavement as well as to collect project-level information on PCC pavement responses and performance. Twenty-seven sections were selected statewide and detailed information was collected such as load transfer efficiency (LTE) at small, medium, and large crack spacings and for two different seasons: summer and winter. Also collected were crack spacing information and slab deflections. Efforts were made to calibrate the punchout model in the Mechanistic-Empirical Pavement Design Guide (MEPDG). Review of the punchout model in MEPDG revealed that it is quite sophisticated, with a number of variables involved. It assumes that longitudinal cracking is induced by top-down cracking. The model is more applicable to continuously reinforced concrete pavement (CRCP) with an asphalt shoulder. On the other hand, the model might not be appropriate for the punchout analysis of CRCP with tied concrete shoulder. Sensitivity analyses were conducted to investigate the effects of selected input variables on punchouts. Zero-stress temperature (ZST) had quite a large effect, because crack width and LTE depend to a large extent on ZST. The MEPDG equation for crack width tends to over-predict crack width and appropriate calibration constant needs to be determined. The comparison of actual punchout with a predicted value from MEPDG using national calibration constants shows a marked difference. MEPDG over-predicted punchout more than 30 times. When the calibration constant for crack width was reduced from 1 to 0.5, the predicted punchout became more reasonable. It appears that many distresses identified and recorded as punchouts in Texas are not actually punchouts caused by structural deficiency. Rather, most of them are due to imperfections in design details and/or construction/materials quality issues. Horizontal cracking appears to be the major cause of distresses in CRCP in Texas. The interactions between longitudinal steel and concrete in response to dynamic wheel loading applications appear to be the cause of horizontal cracking. Efforts should be made to accurately identify punchout during field evaluations. At this point, the punchout information in TxDOT’s Pavement Management Information System (PMIS) doesn’t appear to be accurate. A manual for the administrator of the database developed in this study is contained in this report. KW - Concrete pavements KW - Continuously reinforced concrete pavements KW - Crack spacing KW - Crack width KW - Cracking of concrete pavements KW - Databases KW - Deflection KW - Horizontal cracking KW - Load transfer KW - Load transfer efficiency KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement management systems KW - Pavement performance KW - Punchouts KW - Rigid pavements KW - Summer KW - Texas Department of Transportation KW - Winter UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5445_3.pdf UR - https://trid.trb.org/view/915609 ER - TY - RPRT AN - 01150571 AU - Federal Highway Administration TI - Management Systems: Driving Performance. A Glance at Data-Driven Decisionmaking Practices. Transportation Asset Management Case Studies PY - 2009/07 SP - 24p AB - Asset management is an efficient and cost-effective management approach that allows for strategic decisions as to how specific resources should be deployed. Asset management is a true value added to transportation planning and programming, which has become a challenging task due to limited funding. Planners and programmers who face budget constraints are to prioritize and select candidate projects from a pool of needed work throughout their States or local jurisdictions. Information from various management systems, including highway pavements, bridges, safety, traffic congestion, public-transportation facilities, and other assets, are extremely valuable to transportation agencies that are under increasing pressure to balance their budgets while responding to public demands for quality services. KW - Asset management KW - Cost effectiveness KW - Decision making KW - Information systems KW - Pavement management systems KW - Public transit KW - Traffic congestion KW - Transportation planning UR - http://www.fhwa.dot.gov/asset/if09021/hif09021.pdf UR - https://trid.trb.org/view/912722 ER - TY - RPRT AN - 01149532 AU - DeWolf, John T AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - History of Connecticut's Short-term Strain Program for Evaluation of Steel Bridges PY - 2009/07//Final Report SP - 29p AB - Non-destructive strain monitoring has been used for two decades on Connecticut’s bridges to supplement visual field inspections. These studies have addressed a wide range of problems, including fatigue cracking in diaphragm connections, cracked secondary connections, main girder cracking, load ratings, over-load conditions, and concerns with movable bridges involving drive mechanisms and counter-weight supports. Monitoring has often shown that repairs are not necessary, and when necessary, the data collected in the monitoring has been used to provide information on how best to design the repair. The benefit from the monitoring program during the past two decades has saved the State of Connecticut millions of dollars, well below the cost of implementing the monitoring program. KW - Connecticut KW - Cracking KW - Monitoring KW - Nondestructive tests KW - Steel bridges KW - Strain (Mechanics) KW - Structural analysis UR - http://docs.trb.org/01149532.pdf UR - http://www.ct.gov/dot/LIB/dot/documents/dresearch/CT-2251-F-09-6.pdf UR - https://trid.trb.org/view/911770 ER - TY - RPRT AN - 01149202 AU - Daniel, Janice R AU - Rotter, Naomi G AU - New Jersey Institute of Technology, Newark AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Customer Behavior Relative to Gap between Platform and Train PY - 2009/07//Final Report SP - 79p AB - Managing gap safety at the train platform interface has been an on-going concern for passenger rail systems. The major questions this research seeks to answer are what customer behaviors are associated with the risk of gap injury incidents and what are potential ways to reduce these behavioral risks. To answer these questions, the research approach is two pronged. The first prong analyzes and reviews the NJ TRANSIT Rail accident data and reports to gain a clear picture of the accidents in relation to demographic, seasonal, and temporal characteristics. The second prong involves observational studies of passengers boarding trains to identify behavioral patterns that are associated with risk of gap accidents. An analysis of gap injuries on NJ TRANSIT Rail found that for 2005 to 2008, gap injuries accounted for 25 percent of passenger injuries on NJ TRANSIT Rail. The majority of gap injuries occur during the AM and PM peak periods. For gap injuries the percent of injuries peaks for the very young, under 10 years old. For both gap and non-gap injuries, the majority of the injured were women. Sixty-six percent of gap injuries occurred while passengers were boarding. The study indicates that young children were particularly vulnerable to gap injuries while detraining. Seventy-eight percent of detraining passengers and 88 percent of boarding passengers were observed to look down while detraining or boarding. Based on the analysis of the data, recommendations on strategies for reducing gap accidents include additional Passenger Information, Platform and Train Treatments, Training and Public Awareness Campaign. KW - Behavior KW - Boarding and alighting KW - Children KW - Countermeasures KW - Crash data KW - Field studies KW - Gaps (Vehicle/platform) KW - Gender KW - Injuries KW - Passenger platforms KW - Passengers KW - Rail transit KW - Rail transit stations KW - Risk assessment UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2009-009.pdf UR - https://trid.trb.org/view/911547 ER - TY - RPRT AN - 01144508 AU - Gresham, Smith and Partners AU - Knoxville Regional Transportation Planning Organization AU - Federal Highway Administration AU - Tennessee Department of Transportation TI - Complete Streets Study: Broadway Corridor in Fountain City, Knoxville, Tennessee PY - 2009/07 SP - 73p AB - This report details a Complete Streets Study which was undertaken during the fall 2008 - winter 2009 in Knoxville, Tennessee. A corridor in Knoxville's Fountain City neighborhood (the Broadway corridor) was studied in order to make recommendations concerning how to transform the corridor so that it could be utilized safely by all users. A complete street is defined as a street which is designed and operated to the benefit of all users - bicyclists, pedestrians, bus riders, and drivers - regardless of age. Variables investigated include mobility, land use and demographics, community facilities, design and implementation. KW - Bus transit KW - City planning KW - Complete streets KW - Cyclists KW - Demographics KW - Drivers KW - Implementation KW - Knoxville (Tennessee) KW - Land use KW - Livable communities KW - Pedestrians KW - Quality of life KW - Urban design UR - http://www.knoxtrans.org/plans/complete_streets/broadway.pdf UR - https://trid.trb.org/view/904918 ER - TY - RPRT AN - 01143750 AU - Regan, Terrance AU - Murphy, Elizabeth AU - Hines, Mary E AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - SAFETEA-LU 1808: Congestion Mitigation and Air Quality Improvement Program Evaluation and Assessment: Phase II Final Report PY - 2009/07//Phase II Final Report SP - 76p AB - In the Safe, Accountable, Flexible, and Efficient Transportation Equity Act – A Legacy for Users (SAFETEA-LU) Section 1808, Congress required the U.S. Department of Transportation, in consultation with the Environmental Protection Agency (EPA), to evaluate and assess the direct and indirect impacts of Congestion Mitigation and Air Quality Improvement Program (CMAQ)-funded projects on air quality and congestion levels to ensure the program’s effective implementation. Phase II of the CMAQ Evaluation and Assessment responds to that request by exploring different practices and approaches that select agencies Nationwide use in CMAQ project selection and implementation. The study team conducted 1-day site interviews with Metropolitan Planning Organizations (MPOs) and State Departments of Transportation (DOTs) at seven locations around the country. The Phase II Report highlights effective CMAQ implementation practices and identifies benefits, challenges, and opportunities encountered by the agencies interviewed as they program CMAQ funds from the information collected and analyzed during the site visit interviews. KW - Air quality KW - Benefits KW - Congestion Mitigation and Air Quality Improvement Program KW - Environmental impacts KW - Evaluation and assessment KW - Implementation KW - Interviewing KW - Metropolitan planning organizations KW - Project selection KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - State departments of transportation KW - State of the practice KW - Traffic congestion KW - Traffic mitigation UR - http://www.fhwa.dot.gov/environment/air_quality/cmaq/research/safetea-lu_phase_2/index.cfm UR - http://ntl.bts.gov/lib/31000/31500/31592/fhwahep09026.pdf UR - https://trid.trb.org/view/904106 ER - TY - RPRT AN - 01143660 AU - Hallmark, Shauna L AU - McDonald, Thomas J 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 I PY - 2009/07//Final Report SP - 62p AB - Single-vehicle run-off-road crashes are the most common crash type on rural two-lane Iowa roads. Rumble strips have been proven effective in mitigating these crashes, but these strips are commonly installed in paved shoulders adjacent to higher-volume roads 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. Candidate locations were selected from a list of paved local rural roads that were most recently listed in the top 5% of roads for run-off-road crashes in Iowa. Horizontal curves were the most favored locations for rumble stripe installation because they commonly experience roadway departure crashes. 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 consists 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. This information is summarized in this report. The purpose of the second phase is to provide a more long-term assessment of the performance of the pavement markings, conduct preliminary crash assessments, and evaluate lane keeping. This will result in a forthcoming second report. KW - Edge lines KW - Evaluation and assessment KW - Field tests KW - Iowa KW - Low volume roads KW - Ran off road crashes KW - Rumble strips KW - Rural highways KW - Single vehicle crashes UR - http://publications.iowa.gov/id/eprint/19255 UR - http://www.intrans.iastate.edu/reports/HallmarkTR-577_report.pdf UR - http://ntl.bts.gov/lib/31000/31300/31329/TR-577_Final.pdf UR - https://trid.trb.org/view/903565 ER - TY - JOUR AN - 01142412 JO - Public Roads PB - Federal Highway Administration AU - DeMarco, Matthew J AU - Anderson, Scott A AU - Armstrong, Amit TI - Retaining Walls Are Assets Too! PY - 2009/07 VL - 73 IS - 1 SP - pp 30-37 AB - In 2005, the National Park Service (NPS) commissioned the Federal Highway Administration's Office of Federal Lands Highway (FLH) to develop an inventory program for retaining walls. The mission of the wall inventory program (WIP) is to define and quantify wall assets associated with park roadways in terms of their location, geometry, construction attributes, condition, failure consequence, cultural value, apparent design criteria, and cost of structure maintenance, repair, or replacement. The WIP data will feed into the Facility Management Software System, the existing data hub that NPS uses to document, manage, and plan efforts related to park assets. Developing the WIP required researching existing State inventory programs, developing a customized wall inventory and assessment system suited to NPS asset management requirements, and piloting the methodology at several national parks. The current wall assessment methodology meets the comprehensive WIP goals of identifying walls in need of maintenance, repair, or replacement; facilitating statistical assessments of wall elements throughout the entire WIP database; and providing a baseline for future wall assessments. To date, the agencies have completed wall inventories capturing condition assessments and deferred maintenance costs for nearly 3,500 retaining walls in 33 national parks, monuments, and recreation areas. General findings show that if culvert headwalls are included as a type of fill wall, then nearly 90% of all walls are designed and built to retain fill. Approximately one-third of the walls require some type of corrective action, mostly either maintenance or minor repairs to localized elements. Less than 3% of the inventoried walls have recommendations to replace all or parts of the wall, suggesting that the asset as a whole is still in acceptable condition. The results of the program to date indicate that conducting a comprehensive wall inventory across all remaining NPS properties is not necessary to adequately characterize the condition of the overall asset and facilitate planning for deferred maintenance activities. KW - Asset management KW - Condition surveys KW - Database management systems KW - Federal Lands Highway Program KW - Interagency relations KW - Inventory KW - National Park Service KW - National parks KW - Retaining walls UR - http://www.fhwa.dot.gov/publications/publicroads/09julaug/05.cfm UR - https://trid.trb.org/view/902698 ER - TY - JOUR AN - 01142411 JO - Public Roads PB - Federal Highway Administration AU - Sullivan, Amanda AU - Danberg, Amy TI - Reconstructing Snoqualmie Pass PY - 2009/07 VL - 73 IS - 1 SP - pp 16-23 AB - Interstate 90 (I-90) is the main east-west transportation corridor across Washington State. The highway facilitates uninterrupted movement of people and freight over the Cascade Mountains via Snoqualmie Pass. Despite multiple improvement projects to the interstate, avalanches, rock slides, and extreme weather require closing the pass for an average of 120 hours per year. In 2005, funding was secured for a reconstruction project known as the I-90 Snoqualmie Pass East Project (I-90 Project). Through the project, Washington State Department of Transportation (WSDOT) will improve the safety and reliability of a 15-mile (24-kilometer) stretch of I-90 east of Snoqualmie Pass. The department will widen the existing four-lane interstate to six lanes; fix structural deficiencies, such as replacing worn-out pavement and straightening sharp curves; and reconnect habitats across I-90 to minimize wildlife-vehicle collisions. Other critical components of the project include reducing the risk of rock and debris falling onto the interstate from unstable slopes, reducing avalanche risks to the traveling public, and minimizing road closures required for avalanche control work. The topography, geology, weather, ecological connectivity commitments, and traffic constraints in the I-90 Project corridor present a variety of engineering challenges. WSDOT and the Federal Highway Administration have worked with dozens of government agencies and nongovernmental organizations to develop and consider a range of potential solutions to meet project needs and mitigate impacts on motorists, the economy, and the environment. Construction under the first contract of the project began in summer 2009. The first 5 miles (8 kilometers) of the I-90 Project is slated for completion in 2015. WSDOT will continue roadway improvements on the remaining 10 miles (16.1 kilometers) of the project area as funding becomes available. Construction of the remaining portion of the I-90 Project is estimated to cost between $700 million and $800 million, in 2009 dollars, and could require 7-15 years to complete. KW - Avalanches KW - Case studies KW - Construction projects KW - Cooperation KW - Financing KW - Highway engineering KW - Interstate 90 KW - Reconstruction KW - Snoqualmie Pass (Washington) KW - Washington (State) KW - Washington State Department of Transportation UR - http://www.fhwa.dot.gov/publications/publicroads/09julaug/03.cfm UR - https://trid.trb.org/view/902696 ER - TY - JOUR AN - 01142404 JO - Public Roads PB - Federal Highway Administration AU - Andersen, Carl K TI - The Color of Safety PY - 2009/07 VL - 73 IS - 1 SP - pp 10-15 AB - This article highlights presentations from a one-day expert symposium that looked at the use of color in conveying safety messages, particularly in highway applications. The symposium was co-hosted by the Inter-Society Color Council and the Federal Highway Administration. The keynote address underscored the inherent power of color to bring things—such as roadway signs, traffic signals, and lane delineation—to the attention of motorists. Color has the capacity to make safety-related messages stand out against the visual clutter of today's roadway environments. In addition to the keynote address, other presentations addressed the process of developing the distinctive purple color used for electronic toll collection in the Northeastern United States, described the installation of fluorescent yellow traffic signs at critical locations in Maryland and shared initial findings from a study of colored retroreflective sign sheeting under daylight conditions. The presentations shared during the symposium underscore the importance of the highway safety community having an understanding of perceptual responses to color and the process of specifying and measuring color. KW - Automated toll collection KW - Color KW - Conferences KW - Fluorescence KW - Highway safety KW - Retroreflective materials KW - Signs KW - Traffic signals UR - http://www.fhwa.dot.gov/publications/publicroads/09julaug/02.cfm UR - https://trid.trb.org/view/902695 ER - TY - JOUR AN - 01142403 JO - Public Roads PB - Federal Highway Administration AU - Crowe, Rachel AU - Rivas, Raquel AU - Watts, Kathy Norcross TI - Safe Routes to School—Making a Big Difference Via Small Steps PY - 2009/07 VL - 73 IS - 1 SP - pp 2-9 AB - Schoolchildren and their parents face modern-day challenges in their trips to and from school, including traffic congestion and safety issues. A relatively new Federal program, Safe Routes to School (SRTS), addresses these challenges through three key goals: encouraging children to walk and bicycle to school; improving their safety along the way; and reducing traffic, fuel consumption, and air pollution near schools. This article describes the SRTS program, explains how a SRTS program is developed, and provides some examples of successful SRTS programs. The Federal Highway Administration established the SRTS program in 2005 and the National Center for Safe Routes to School (NCSRTS) in 2006. NCSRTS supports the work of State DOTs by serving as a clearinghouse for information on the program. Two types of funding for an SRTS program are available. The Federal SRTS program devotes 70 to 90% of funds to infrastructure improvements and 10 to 30% on noninfrastructure activities such as strategies to encourage students to walk to school. As of April 2009, all 50 States and the District of Columbia were participating in SRTS and had announced a combined total of $355.2 million in Federal funding for State or local SRTS activities. Part of the strength of SRTS is its adaptability to communities of all sizes, including those with limited resources. Infrastucture improvements have included sidewalks, crosswalks, bike lane and curb construction. In addition to making physical improvements, many schools are reinforcing safe walking and bicycling behavior through classroom lessons, skills practice and "walking schoolbuses." NCSRTS is collecting data that will be used to determine the effect of SRTS programs on school-based travel habits and safety. It is too early to evaluate the majority of the funded programs. However, increases in walking and bicycling, reduced traffic around schools, savings in school transportation costs and some positive environmental and health outcomes have been observed. KW - Bicycle safety KW - Bicycle travel KW - Case studies KW - Infrastructure KW - Mode choice KW - National Center for Safe Routes to School KW - Pedestrian safety KW - Programming (Planning) KW - Safe Routes to School (Program) KW - Safety education KW - Safety programs KW - School children KW - School trips KW - U.S. Federal Highway Administration KW - Walking UR - http://www.fhwa.dot.gov/publications/publicroads/09julaug/01.cfm UR - https://trid.trb.org/view/902694 ER - TY - JOUR AN - 01142397 JO - Public Roads PB - Federal Highway Administration AU - Jagannathan, Ramanujan AU - Hughes, Warren AU - Bared, Joe G TI - A New Left Turn PY - 2009/07 VL - 73 IS - 1 SP - pp 24-29 AB - This article describes the elimination of left turns using an approach known as a displaced left-turn lane (DLT). The DLT intersection, also known as a continuous flow intersection, eliminates potential conflicts between left-turning vehicles and oncoming traffic by adding a left-turn bay to the left of oncoming traffic prior to the main intersection. Vehicles access the left-turn bay upstream of the main signalized intersection and cross over the median and the opposing through segment and thereby eliminate left-turn crossing within the main intersection. The major benefit of DLTs involves increased throughput by reducing the number of phases in a signal cycle and eliminating the left-turn phases. A traffic simulation analysis estimated that DLTs helped reduce average delay 48-85% and cut queue lengths 62-88%, compared to conventional intersections. DLTs are much less expensive and faster to construct compared to conventional grade-separated interchanges. At high-volume intersections, DLTs have the potential to reduce travel times considerably. Simultaneous movement of the left-turn and through traffic promotes improved progression of traffic platoons on the arterial and increases vehicular throughput. Considering potential safety benefits, a partial DLT has 30 conflict locations and a full DLT has 28, compared to a conventional intersection's 32 conflict locations. For both partial and full DLTs, the conflict points are more dispersed than at conventional intersections. A raw, before-after data comparison from a Baton Rouge, Louisiana site shows a reduction in total annual crash frequencies by 24%. Annual fatal plus injury frequencies declined by 19%. On the downside, DLTs have larger footprints compared to conventional intersections. Access to land parcels in the quadrants of a DLT can be restricted. Pedestrians must walk across ramps to cross certain legs, and the intersection design can be challenging to those with visual impairments because the paths and some traffic movements are atypical. DLTs also require some education and acclimation for drivers. KW - Displaced left turn intersections KW - Highway design KW - Highway safety KW - Intersections KW - Left turns KW - Traffic engineering KW - Traffic flow UR - http://www.fhwa.dot.gov/publications/publicroads/09julaug/04.cfm UR - https://trid.trb.org/view/902697 ER - TY - RPRT AN - 01141674 AU - Bonneson, James A AU - Pratt, Michael Paul AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Roadway Safety Design Workbook PY - 2009/07//Product SP - 220p AB - Highway safety is an ongoing concern to the Texas Department of Transportation (TxDOT). As part of its proactive commitment to improving highway safety, TxDOT is moving toward including quantitative safety analyses earlier in the project development process. The objectives of this research project are: (1) the development of safety design guidelines and evaluation tools to be used by TxDOT designers, and (2) the production of a plan for the incorporation of these guidelines and tools in the planning and design stages of the project development process. This document provides the best-available information describing the relationship between various highway geometric design components and crash frequency. It is intended to be used by engineers for the purpose of explicitly evaluating the potential safety trade-offs associated with various design alternatives. This document focuses on quantitative safety relationships for specific design components known to be correlated with crash frequency. It is intended for engineers responsible for the geometric design of streets and highways. Following an introductory chapter, the remaining chapters are devoted to freeways, rural highways, urban and suburban arterials, interchange ramps and frontage roads, rural intersections, and urban intersections. KW - Arterial highways KW - Crash rates KW - Freeways KW - Frontage roads KW - Geometric design KW - Guidelines KW - Highway design KW - Highway safety KW - Interchanges KW - Intersections KW - Ramps (Interchanges) KW - Rural areas KW - Rural highways KW - Streets KW - Suburbs KW - Texas KW - Urban areas UR - http://tti.tamu.edu/documents/0-4703-P2.pdf UR - https://trid.trb.org/view/902128 ER - TY - RPRT AN - 01141672 AU - Sebesta, Stephen AU - Liu, Wenting AU - Harrison, Gerry AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Reference Guide for the Soil Compactor Analyzer PY - 2009/07 SP - 18p AB - The Soil Compactor Analyzer (SCA) attaches to the automatic tamper used for Test Methods Tex-113-E and 114-E and uses rapid sampling of the hammer displacement to measure impact velocity. With the known mass of the hammer and the determined velocity, energy can be determined. This document provides guidelines for the installation of the SCA and the calibration of its software. KW - Calibration KW - Guidelines KW - Installation KW - Software KW - Soil compaction test KW - Testing equipment UR - http://tti.tamu.edu/documents/0-5135-P6.pdf UR - http://ntl.bts.gov/lib/31000/31000/31088/0-5135-P6.pdf UR - https://trid.trb.org/view/902146 ER - TY - RPRT AN - 01141646 AU - Cuelho, Eli AU - Perkins, Steve AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration AU - NAUE GmbH & Co KG TI - Field Investigation of Geosynthetics Used for Subgrade Stabilization PY - 2009/07//Final Report SP - 143p AB - The use of reinforcement geosynthetics in unsurfaced roads built upon a soft subgrade is known to provide benefit through better distribution of applied loads and increased bearing capacity. This report describes a research project where field test sections were constructed to evaluate the performance of several geosynthetics commonly used for subgrade stabilization. A sandy clay soil was prepared as a weak roadbed material to a CBR strength of approximately 1.8 and a 20 cm thick aggregate layer was compacted over the geosynthetics. Trafficking was provided by a fully-loaded tandem axle dump truck. Longitudinal rut depth, along with discrete measurements of displacement and pore pressure were monitored throughout the trafficking period. Post-trafficking excavations were conducted to evaluate damage to the geosynthetic, base contamination and deformation of the layers. The construction and monitoring techniques employed during the course of this project helped establish a test bed of relatively similar conditions to facilitate more direct comparison of individual test sections to one another. An empirical analysis was used to normalize small differences between the subgrade strength after trafficking and base course thickness between test sections to facilitate a more direct comparison performance. The results showed that the welded geogrids, woven geogrids and the stronger integrally-formed geogrid product seemed to provide the best overall performance, while the two geotextile products and the weaker integrally-formed geogrid provided significantly less stabilization benefit based on the normalized rutting performance at 50, 75 and 100 mm of longitudinal rut data, and this performance is likely directly related to the tensile strength of the materials in the cross-machine direction. Overall, this research provides additional and much needed insight regarding which properties have a significant role on performance, as well as an assessment of two design methodologies' ability to predict rutting performance using the test section parameters as design inputs. Additional work is needed to more fully understand which geosynthetic material parameters are most relevant in these situations. KW - California bearing ratio KW - Field tests KW - Geogrids KW - Geosynthetics KW - Geotextiles KW - Gravel roads KW - Pore pressure KW - Rutting KW - Sandy clays KW - Soil stabilization KW - Subgrade (Pavements) KW - Tensile strength KW - Test sections KW - Traffic loads KW - Unpaved roads UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/subgrade/final_report.pdf UR - http://www.mdt.mt.gov/research/projects/geotech/subgrade.shtml UR - http://www.westerntransportationinstitute.org/documents/reports/4W2012_Final_Report.pdf UR - http://ntl.bts.gov/lib/45000/45800/45821/final_report42.pdf UR - https://trid.trb.org/view/902002 ER - TY - RPRT AN - 01141644 AU - White, David J AU - Vennapusa, Pavana K R AU - Zhang, Jiake AU - Gieselman, Heath AU - Morris, Max AU - Iowa State University, Ames AU - Minnesota Department of Transportation AU - Federal Highway Administration TI - Implementation of Intelligent Compaction Performance Based Specifications in Minnesota PY - 2009/07//Final Report SP - 337p AB - This study documents relationships between intelligent compaction measurement values (IC-MVs) and various in-situ point measurement techniques for monitoring compaction of non-granular and granular materials. Factors affecting correlations are discussed (e.g., soil type, moisture contents, stress level, etc.). Measurements from earth pressure cells document the relationship between in-ground stresses for rollers and various in-situ test methods. Comparisons were made between test roller rut depth measurements and IC-MVs and various point measurements as a quality assurance (QA) check for the subgrade pavement foundation layer. It was concluded that IC-MVs and in-situ point measurements can serve as reliable alternatives to test rolling. Site specific target values were calculated for IC-MVs, dynamic cone penetrometer (DCP), light weight deflectometer (LWD), and shear strength. Measurement error and protocols for field testing were evaluated for LWDs. Laboratory compacted samples were used to assess an approach for determining LWD field target values. Future research is recommended to evaluate this approach for materials on a state-wide basis. Results from field studies were used to develop four IC specification options. Three specifications do not require on-site roller calibration. One specification option requires on-site calibration of IC-MVs and in-situ point measurements. This specification option has the advantages of quantifying risk, establishing a framework for a performance specification, providing information for incentive-based pay, and better linking as-built quality to long-term performance. An IC training/certification program, new IC field data analysis tools, and additional pilot projects will assist with greater implementation of these technologies. KW - Cone penetrometers KW - Deflectometers KW - Earthwork KW - Field tests KW - Intelligent compaction KW - Lightweight deflectometers KW - Minnesota KW - Monitoring KW - Performance based specifications KW - Quality assurance KW - Road construction KW - Shear strength KW - Soil compaction KW - Subgrade (Pavements) UR - http://www.lrrb.org/pdf/200914.pdf UR - http://ntl.bts.gov/lib/56000/56000/56039/MN-200914.PDF UR - https://trid.trb.org/view/901481 ER - TY - RPRT AN - 01140734 AU - Machemehl, Randy B AU - Cheu, R L Kelvin AU - Liu, Hongchao AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Guidelines for Incorporating a Bus Rapid Transit Scenario into the Analysis of Texas Highway Corridors PY - 2009/07//Technical Report SP - 163p AB - Many corridors in the Texas State highway system are facing increasing congestion while having severe right-of-way limitations. The best form of congestion relief may not be additional highway lanes and/or grade separations. The best solution may be the introduction of a higher capacity transit system. Bus Rapid Transit (BRT) has been increasingly regarded as a cost-effective solution for improving mobility and alleviating congestion in urban transportation networks. This research was aimed at providing the Texas Department of Transportation (TxDOT) with comprehensive guidelines for planning and designing BRT that allows development of a BRT scenario in the traditional alternatives analysis. Specifically, this research developed a decision procedure to help TxDOT engineers/metropolitan planning organization planners decide the role of BRT as an integral part of existing/future transportation systems. The research team included identification and evaluation of analysis tools and methods for measuring the effectiveness/impact of BRT. Design criteria were developed for BRT concepts, including possible street re-alignment, geometric considerations, right-of-way acquisition, signal preemption, dedicated/shared busways on major state arterials, as well as integration of BRT into existing and future managed lanes (HOT/HOV). A BRT planning and design case study for El Paso, Texas and Austin, Texas was completed. KW - Austin (Texas) KW - Bus rapid transit KW - Case studies KW - El Paso (Texas) KW - Guidelines KW - Highway corridors KW - Mobility KW - Planning and design KW - Texas KW - Traffic congestion KW - Urban areas UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5668_1.pdf UR - https://trid.trb.org/view/901056 ER - TY - RPRT AN - 01140585 AU - Mukhopadhyay, Anal Kanti AU - Jang, Sehoon AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Using Cement Paste Rheology to Predict Concrete Mix Design Problems: Technical Report PY - 2009/07//Technical Report SP - 154p AB - The complex interaction between cement and chemical/mineral admixtures in concrete mixture sometimes leads to unpredictable concrete performance in the field, which is generally defined as concrete incompatibilities. Cement paste rheology measurements instead of traditional workability tests can have a great potential to detect those incompatibilities in concrete before the concrete is placed to avoid setting time, workability, and curing-related issues, which sometimes lead to severe early-age cracking especially in severe weather conditions. The objective of the present study was to examine the applicability of the Superpave Dynamic Shear Rheometer (DSR) to measure cement paste rheology on the one hand and identify cement and mineral/chemical admixtures incompatibilities based on cement paste rheological behavior on the other hand. Based on the extensive laboratory investigation, it is observed that DSR in modified form can measure cement paste rheology with permissible repeatability and sensitivity and has a great potential to identify cement and mineral/chemical admixture incompatibilities. The heat of hydration data from isothermal calorimeter test and setting time results for the studied mixtures have strongly supported the rheology-based observations. A procedure to formulate rheology-based acceptance criteria has been developed based on the available test results. Further refinement of these acceptance criteria based on detailed work covering a wide range of incompatibilities and validation through implementation efforts is warranted. This will ultimately help concrete producers and district laboratories detect problematic combinations of concrete ingredients during the mixture design process. The researchers also investigated the feasibility of the mini slump cone test as an alternative or supporting tool for the rheology test. KW - Acceptance tests KW - Admixtures KW - Cement paste KW - Concrete KW - Concrete curing KW - Heat of hydration KW - Incompatibility KW - Laboratory tests KW - Mix design KW - Rheology KW - Rheometers KW - Workability UR - http://tti.tamu.edu/documents/0-5820-1.pdf UR - https://trid.trb.org/view/900975 ER - TY - RPRT AN - 01140584 AU - Wallace, William A AU - Wojtowicz, Jeffrey M AU - Torrey, David AU - Renna, Nicholas AU - Tan, Jiewei AU - Rensselaer Polytechnic Institute AU - New York State Department of Transportation AU - Federal Highway Administration AU - University Transportation Research Center TI - Guidelines for Traffic Signal Energy Back‐up Systems PY - 2009/07//Final Report SP - 105p AB - Power outages affect traffic signalized intersections, leading to potentially serious problems. Current practices of responding to power failures are very basic, ranging from ‘do nothing’ to installing portable generators. The purpose of this research project was to provide the New York State Department of Transportation (NYSDOT) with a better understanding of the practices of other agencies in dealing with dark traffic signals and to develop guidelines for instrumenting uninterrupted backup power at intersections across the state. The main goals of the project are to: (1) recommend cost effective methods for alternative power at traffic signals in NYS; (2) identify the pros and cons of each of the alternative power sources; and (3) develop a methodology for identifying those NYS traffic signals for installation of alternative energy power sources. The research activities consisted of the following eight tasks: Task 1: Kickoff meeting; Task 2: Conduct Assessment of Alternative Energy Solutions; Task 3: Identify and Evaluate Possible Technologies; Task 4: Develop Prioritization Guidelines; Task 5: Perform a Historical Power Outage Analysis for NYS; Task 6: Develop a Specification for the Alternative Energy Sources; Task 7: Plan to Integrate the Selected Alternatives with the Existing Signal Structure; and Task 8: Deployment Plan. KW - Backup systems KW - Electric power supply KW - Guidelines KW - New York (State) KW - Power outages KW - Traffic signals KW - Uninterruptible power supply UR - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-06-08_final%20report_August%202009.pdf UR - http://www.utrc2.org/research/assets/142/TrafficSignalEnergyBack-Up1.pdf UR - http://ntl.bts.gov/lib/31000/31100/31189/C-06-08_final_report_August_2009.pdf UR - https://trid.trb.org/view/900968 ER - TY - RPRT AN - 01140576 AU - Benz, Robert Joseph AU - Pike, Adam M AU - Kuchangi, Shamanth P AU - Brackett, Quinn AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Mobile Retroreflectivity Best Practices Handbook PY - 2009/07//Product SP - 46p AB - This handbook documents best practices related to proper use of the mobile retroreflectometer, sampling of sites for data collection, and handling of mobile retroreflectivity data. The best practices described in this handbook are derived from the results of Texas Department of Transportation (TxDOT) Project 0-5656 and the author’s observation in using the mobile retroreflectometer. The first part of the handbook provides information on sampling of pavement markings, periodic data quality checks, and data file naming conventions. The sampling procedure described here provides a systematic way of reducing the number of samples under a constrained budget. File naming conventions suggested in this handbook will be helpful in automating mobile retroreflectivity data handling and analysis. The second section of the handbook provides information on equipment required to calibrate the mobile retroreflectometer and collect the data. This handbook also describes the best practices for initial setup and calibration of the mobile retroreflectometer and calibration checks. Since several factors change as data are being collected, best practices for accounting for changes in variables, such as variations in vehicle speed and operating temperature, etc., are described. The final section pertains to best practices in data handling and suggested analysis of mobile data. This handbook elaborates on the consistency of data file headers and quality checking of data. A prototype of automation for data analysis is demonstrated that will prove handy in dealing with large amounts of mobile data. KW - Best practices KW - Calibration KW - Data collection KW - Data files KW - Data quality KW - Handbooks KW - Information processing KW - Mobile retroreflectometers KW - Retroreflectivity KW - Road markings UR - http://tti.tamu.edu/documents/0-5656-P1.pdf UR - https://trid.trb.org/view/900983 ER - TY - RPRT AN - 01139987 AU - Elston, Debra AU - Huft, David L AU - Harder, Barbara T AU - Curtis, Joyce AU - Evans, Monique R AU - Jenks, Christopher W AU - McGinnis, Laurie AU - Paul, Harold R AU - Roberts, Glenn AU - Wingfield, Eric AU - Wlaschin, J B AU - American Trade Initiatives AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) TI - Transportation Research Program Administration in Europe and Asia PY - 2009/07 SP - 76p AB - The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of Europe and Asia to review transportation research program administration practices. The scan team sought policy initiatives and process improvements to enhance transportation research administration in the United States. The team found that in the countries it studied, transportation research is directly related to national economic growth and competitiveness, transportation research efforts are promoted, transportation research and development (R&D) is accepted as a valuable contribution to the national good, and addressing intellectual property rights is a common practice that facilitates the delivery of transportation research results. Team recommendations for U.S. application include building international relationships in transportation research to achieve global goals, developing a nationally coordinated research framework, and strengthening the innovation process by examining international research institutes that link the creation and application of knowledge. KW - Administration KW - Asia KW - Europe KW - Innovation KW - Intellectual property rights KW - International Scanning Program KW - Research KW - Research management UR - http://international.fhwa.dot.gov/pubs/pl09015/pl09015.pdf UR - https://trid.trb.org/view/899212 ER - TY - RPRT AN - 01139592 AU - Federal Highway Administration TI - The Value of Research: Telling the R&T Story PY - 2009/07 SP - 17p AB - The Federal Highway Administration (FHWA) plays a leadership role in shaping and executing a National Research and Technology (R&T) program. The agency also acts as a convener; collaborations with State, industry, and academic partners provide the foundation for conducting research and developing innovations that are essential, indispensable, and connected to the needs of transportation system users. FHWA’s continuing commitment to highway research and the implementation of ground-breaking technology is changing the way roads, bridges, and other facilities are designed, built, and maintained across the country, ultimately improving the transportation system’s safety, reliability, effectiveness, sustainability. This document highlights examples of valuable FHWA research, translated into applications of ground-breaking technology that improve the transportation system’s performance – in safety, reliability, effectiveness, and sustainability. FHWA's mission-driven research is conducted in the following focus areas: Enhancing System Performance; Reducing Traffic Congestion; Improving Safety; Working in Partnership to Address Climate Change and Quality of Life; Maintaining Infrastructure Integrity; and Looking to the Future. KW - Bridge design KW - Climate change KW - Highway design KW - Highway safety KW - Leadership KW - Performance KW - Quality of life KW - Research KW - Structural integrity KW - Technological innovations KW - Traffic congestion KW - Traffic mitigation KW - Transportation infrastructure KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/research/general/09050/ UR - http://www.fhwa.dot.gov/publications/research/general/09050/09050.pdf UR - http://ntl.bts.gov/lib/31000/31000/31099/FHWA-HRT-09-050.pdf UR - https://trid.trb.org/view/900366 ER - TY - RPRT AN - 01139508 AU - Benekohal, Rahim F AU - Atluri, Varun AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Roundabout Evaluation and Design: A Site Selection Procedure PY - 2009/07//Research Report SP - 67p AB - This study surveyed Illinois Department of Transportation (IDOT) staff about roundabouts, evaluated two popular roundabout software programs (aaSIDRA and RODEL), developed a multi-criteria site selection procedure, and used it to identify 10 potential intersections in Illinois that may reduce fatalities and severe injuries by using a roundabout. IDOT jurisdiction includes three roundabouts built or under construction and four roundabouts in planning stages. One third of IDOT districts were familiar with the RODEL and aaSIDRA, but they did not have working knowledge of the software. Some districts were concerned about proper roundabout usage by unfamiliar, younger, or elderly drivers. For the same traffic conditions, aaSIDRA yielded higher delay than RODEL for most of the reasonable volume combinations. Capacity values from RODEL are very similar to FHWA’s 2000 Guide and both are higher than the new NCHRP Report 572 model, but aaSIDRA’s capacity curves are similar to that of NCHRP Report 572. This study used aaSIDRA for developing the proposed site selection procedure. A multi-criteria site selection procedure was developed and its application is presented. The factors considered in the site selection process included crash history, intersection delay (LOS), roundabout capacity, distribution of traffic volume among approaches, location of intersection, and input from “local” engineers. The site selection process was used to identify the top 10 potential roundabout locations in Illinois. Further modification to this procedure is needed to cover other types of roads (multi lane) and traffic conditions. It is recommended that, for the time being, IDOT follow the FHWA Roundabout Guide (2000) in conjunction with the findings of recently published NHCRP Report 572 as a guideline for the design of roundabouts. The upcoming FHWA Roundabout Guide and a new roundabout chapter in the 2010 Highway Capacity Manual will include significantly new information that could be used in developing a roundabout design guide for IDOT. KW - aaSidra (Computer model) KW - Design KW - Highway capacity KW - Highway Capacity Manual KW - Illinois KW - Location KW - NCHRP Report 572 KW - RODEL (Computer model) KW - Roundabouts KW - Traffic delays UR - http://hdl.handle.net/2142/15211 UR - http://ntl.bts.gov/lib/55000/55700/55773/FHWA-ICT-09-051.PDF UR - https://trid.trb.org/view/899892 ER - TY - RPRT AN - 01139409 AU - Barr, Paul J AU - Wixom, Kathryn AU - Utah State University, Logan AU - Utah Department of Transportation AU - Federal Highway Administration TI - Feasibility of Using High-Strength Steel and MMFX Rebar in Bridge Design PY - 2009/07//Final Report SP - 84p AB - Pressed by increases in construction costs coupled with insufficient funding for maintenance and new construction, many state and federal agencies are now specifying a service life of 75 years for all concrete bridges without significant repairs. In order to achieve this longer service life, better materials are required. MMFX Microcomposite Steel is a proprietary alloy that the company claims has greater corrosion resistance and structural properties which can achieve a service life of up to 75 years. This report summarizes previous research and the Utah Department of Transportation's experience with the use of MMFX Microcomposite Steel as deck reinforcement. KW - Alloy steel KW - Bridge decks KW - Bridge design KW - Concrete bridges KW - Feasibility analysis KW - High strength steel KW - Microcomposite steel KW - Reinforcing bars KW - Service life UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=23075 UR - https://trid.trb.org/view/899535 ER - TY - RPRT AN - 01139405 AU - Barr, Paul J AU - Halling, Marvin W AU - Boone, Shane D AU - Toca, Raul AU - Angomas, Franklin AU - Utah State University, Logan AU - Utah Department of Transportation AU - Federal Highway Administration TI - UDOT's Calibration of AASHTO's New Prestress Loss Design Equations PY - 2009/07//Final Report SP - 66p AB - In the next edition of the AASHTO LRFD Bridge Design Specifications the procedure to calculate prestress losses will change dramatically. The new equations are empirically based on high performance concrete from four states (Nebraska, New Hampshire, Texas and Washington). The material testing resulted in modified equations to predict elastic shortening, shrinkage and creep. Because high performance concrete has traditionally resulted in smaller prestress losses these new equations also estimate lower losses in comparison to the existing equations. Many of the bridges built in Utah do not use specifically high performance concrete, but a self consolidating concrete that is different than the mixes that were used to develop the new AASHTO equations. Appropriate design parameters need to be established in order to apply them in the new AASHTO LRFD prestress loss calculations. This report summarizes the calibration of the AASHTO prestress loss equations for the Utah Department of Transportation. KW - AASHTO LRFD Bridge Design Specifications KW - Calibration KW - Equations KW - High performance concrete KW - Prestress losses KW - Self compacting concrete UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=23074 UR - https://trid.trb.org/view/899536 ER - TY - RPRT AN - 01138107 AU - Scholz, Todd V AU - Rajendran, Sathyanarayanan AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Investigating Premature Pavement Failure Due to Moisture PY - 2009/07//Final Report SP - 167p AB - This report details the forensic investigations conducted to identify the causes of pavement failures shortly after a rehabilitation activity on five interstate highway projects in Oregon, and the research efforts conducted to develop guidelines to minimize the risk of premature failures on future projects. One of the principal objectives of this research effort was to identify sources of moisture and other conditions that led to the early rutting problems observed along the five projects. Overall, improper tack coat or failure, permeable dense-graded layers, inadequate drainage, and, possibly, inadequate compaction of dense-graded material, were all identified as the likely root causes of the observed moisture damage and consequential rutting problems. The other principal objective was to evaluate design, construction, and materials requirements that will minimize the risk of such failures for future rehabilitation projects so that guidelines could be developed for these processes. In this respect, this report contains guidelines for the following: Pre-construction site investigations to identify the potential for moisture-related problems; Pavement structural design techniques that have been effective in reducing the risk of failures related to moisture damage; Construction techniques that can reduce the risk of failure due to moisture damage; and Materials selection and testing to assist in reducing the risk of failure due to moisture damage. KW - Asphalt pavements KW - Compaction KW - Construction management KW - Drainage KW - Failure analysis KW - Forensic science KW - Guidelines KW - Interstate highways KW - Materials selection KW - Moisture damage KW - Oregon KW - Pavement design KW - Preconstruction activities KW - Road construction KW - Rutting KW - Site investigation KW - Tack coats UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Moisture_Damage.pdf UR - https://trid.trb.org/view/898439 ER - TY - RPRT AN - 01138106 AU - Scholz, Todd V AU - Rajendran, Sathyanarayanan AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Investigating Premature Pavement Failure Due to Moisture: Appendices PY - 2009/07//Final Report Appendices SP - 388p AB - This document contains the appendices to the final report on the forensic investigations conducted to identify the causes of premature pavement failure on five interstate highway projects in Oregon. The following appendices are included: Appendix A: Literature Review; Appendix B: Maintenance Personnel Interview Questionnaire; Appendix C: Personnel Interviews; Appendix D: Initial Site Visits; Appendix E: Records Review; Appendix F: Pavement Core Logs for Pleasant Valley – Durkee; Appendix G: Pavement Core Logs for Cottage Grove – Martin Creek; Appendix H: Pavement Core Logs for Anlauf – Elkhead Road; Appendix I: Pavement Core Logs for Garden Valley – Roberts Creek; Appendix J: Pavement Core Logs for Vets Bridge – Myrtle Creek; Appendix K: Subcontractor Report on Ground Penetrating Radar Surveys; Appendix L: Checklist for Pre-Construction Site Investigations to Identify the Potential for Moisture-Related Problems in Rehabilitated Hot Mix Asphalt Pavements; Appendix M: Checklist for Pavement Structural Design Techniques for the Rehabilitation of Hot Mix Asphalt Concrete Pavements When the Potential for Moisture-Related Problems Exist; Appendix N: Checklist for Construction Techniques for the Rehabilitation of Hot Mix Asphalt Concrete Pavements When the Potential for Moisture-Related Problems Exist; and Appendix O: Checklist for Materials Selection and Testing for the Rehabilitation of Hot Mix Asphalt Concrete Pavements When the Potential for Moisture-Related Problems Exist. KW - Asphalt pavements KW - Compaction KW - Construction management KW - Drainage KW - Failure analysis KW - Forensic science KW - Guidelines KW - Interstate highways KW - Materials selection KW - Moisture damage KW - Oregon KW - Pavement design KW - Preconstruction activities KW - Road construction KW - Rutting KW - Site investigation KW - Tack coats UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Moisture_Damage_Appendices.pdf UR - https://trid.trb.org/view/898441 ER - TY - CONF AN - 01138098 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Edgerton, Jim AU - Pilson, Charles C AU - Whitley, Matthew TI - Use of PDAs to Capture Field Data for Input in North Carolina’s Maintenance Management System PY - 2009/07 IS - E-C135 SP - pp 177-190 AB - The North Carolina Department of Transportation (NCDOT) recently conducted a feasibility study on the use of personal data assistants (PDAs) to collect employee and equipment time, work accomplishment, and work location information for input into their maintenance management systems (MMS). The application first allowed a crew leader to set up a crew (including personnel, equipment, and material), and download tasks (work orders) onto the device in an online mode. It then allowed the creation of tasks on the device in the field together with recording of the location, accomplishment, and durations for the crew for each task. The durations were then converted to editable “day cards” for crew and equipment that could then be uploaded along with any newly created tasks in online mode. The study involved two types of mobile devices: one small and compact, and the other larger and more rugged. An external Global Positioning System (GPS) device was attached to each device to determine locations. The study was conducted with a total of 15 PDA devices being used in the field for a total of between 5 and 8 weeks by five field units (for a total of almost 100 PDA weeks of use). A number of aspects were studied including general device preference, GPS use, and comparison of scheduled work orders versus those created in the field. The paper presents the study method, surveys, analysis of the data, and conclusions. In general, participants preferred the smaller PDAs to the larger and more rugged device. Of the total number of tasks that were uploaded, roughly half were scheduled in the MMS office and downloaded onto the PDA, and half were created directly on the PDA. It was possible to obtain a GPS location approximately 80% of the time and these points had reasonable ground accuracy as shown by the fact that 95% of the time the point fell within 50 ft of a mapped road centerline with 80% within 10 ft. Study results show that despite early problems, most respondents found the GPS devices easy to use overall. The study was such an overwhelming success that the mobile application has been enhanced and NCDOT planned to purchase about 1,100 new PDAs for distribution to field crews in 2009. This purchase has been delayed due to a budget shortfall within NCDOT. The study also supports the development of an interface to use MMS data to populate timesheets in SAP. U1 - 12th AASHTO-TRB Maintenance Management ConferenceTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAnnapolis,Maryland,United States StartDate:20090719 EndDate:20090723 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - Data collection KW - Feasibility analysis KW - Field data KW - Global Positioning System KW - Maintenance management KW - North Carolina KW - North Carolina Department of Transportation KW - Pavement maintenance KW - Personal digital assistants KW - Work orders UR - http://www.trb.org/Publications/Blurbs/161920.aspx UR - https://trid.trb.org/view/898347 ER - TY - CONF AN - 01138097 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Harrington, Dale S AU - Smith, Kurt D AU - Roberts, John AU - Brink, Marcia TI - Concrete Pavement Preservation and Rehabilitation to Meet Sustainability Demands PY - 2009/07 IS - E-C135 SP - pp 117-135 AB - Roadway agencies with flat or reduced budgets need to implement cost-effective, engineered strategies to preserve and rehabilitate the country’s aging and deteriorating pavements so that the pavements can carry increased traffic volumes and vehicles loads. In addition, agencies need to improve the sustainability of their pavement systems—reduce pavements’ environmental footprint while increasing their contributions to the country’s economic and social well being. Research is validating the value of concrete as a durable, sustainable material for concrete construction, maintenance, and rehabilitation solutions. Agencies have a large toolbox of concrete-based maintenance and rehabilitation solutions for both concrete and asphalt pavements, and research and technology transfer activities are helping agencies implement these tools more effectively and sustainably. To implement concrete pavement solutions effectively and sustainably, agencies need to adjust their mindset to a more proactive approach. This paper discusses the meaning of sustainability in regard to pavements. It encourages agencies to invest more time and effort in critical, up-front planning in advance of implementing pavement maintenance and rehabilitation solutions. The paper includes suggestions for conducting thorough pavement condition evaluation and solution selection processes, incorporating environmental, economic, and social sustainability considerations. U1 - 12th AASHTO-TRB Maintenance Management ConferenceTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAnnapolis,Maryland,United States StartDate:20090719 EndDate:20090723 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - Concrete pavements KW - Pavement maintenance KW - Pavement preservation KW - Rehabilitation (Maintenance) KW - Sustainable development UR - http://www.trb.org/Publications/Blurbs/161920.aspx UR - https://trid.trb.org/view/898338 ER - TY - CONF AN - 01138096 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Graff, Joe S TI - Solving Maintenance Issues in Design and Construction PY - 2009/07 IS - E-C135 SP - pp 289-301 AB - The maintenance and operation of a highway system includes many different tasks on major assets such as pavements and bridges as well as many other corollary tasks on the roadside and other appurtenances. Generally the better the materials that are used in the original construction, the longer lasting they are and the lower the life-cycle maintenance costs will be. This paper explores the many relationships between the design of a highway facility, the selection of the materials that go into the facility and the quality of construction on the life-cycle cost of the facility. U1 - 12th AASHTO-TRB Maintenance Management ConferenceTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAnnapolis,Maryland,United States StartDate:20090719 EndDate:20090723 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - Highway design KW - Life cycle costing KW - Maintenance management KW - Materials selection KW - Road construction UR - http://www.trb.org/Publications/Blurbs/161920.aspx UR - https://trid.trb.org/view/898399 ER - TY - CONF AN - 01138095 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Ye, Zhirui AU - Shi, Xianming AU - Strong, Christopher K TI - Use and Cost–Benefit of Weather Information in Winter Maintenance PY - 2009/07 IS - E-C135 SP - pp 255-266 AB - Weather has broad and significant effects on the roadway system. Significant weather-related costs are also incurred by maintaining and operating the nation’s highways. Weather observations and forecasts are important inputs for developing more effective and efficient treatment strategies in winter maintenance. Recent trends toward proactive winter maintenance operations have placed a premium on the value of timely and accurate weather information that reflects current and forecast conditions in the roadway environment. However, few studies have sought to quantify this value, and compare it to the costs of obtaining such customized weather information. For this reason, a project led by Iowa Department of Transportation, on behalf of the Aurora Program, seeks to evaluate benefits and costs associated with the use of weather information. This paper first summarizes weather information sources for winter roadway maintenance through nationwide surveys. Two case study states were then selected for evaluation purpose. The winter maintenance data during the 2006–2007 winter season were obtained from various maintenance units (e.g., cost center, crew) in these states. This paper applies the neural network and sensitivity analysis methods to model winter maintenance costs. The explanatory variables of the models include maintenance lane miles, level of service, weather severity index, frequency of weather use, accuracy of weather information (observations and forecasts), anti-icing, etc. Benefits of weather use are analyzed by using different scenarios, which have different frequency of weather use and different accuracy of weather information. Analysis results shows that the direct benefits of using weather information outweigh the costs. U1 - 12th AASHTO-TRB Maintenance Management ConferenceTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAnnapolis,Maryland,United States StartDate:20090719 EndDate:20090723 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - Benefit cost analysis KW - Case studies KW - Weather conditions KW - Weather forecasting KW - Winter maintenance UR - http://www.trb.org/Publications/Blurbs/161920.aspx UR - https://trid.trb.org/view/898385 ER - TY - CONF AN - 01138094 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Halsted, Gregory E TI - Long-Term Performance of Failed Flexible Pavements Stabilized with Cement PY - 2009/07 IS - E-C135 SP - pp 101-115 AB - Lately, there has been a shift in resources away from the construction of new roadway networks to the maintenance and rehabilitation of secondary, low-volume roadways. The focus today is how to achieve a strong and durable pavement that is not only cost effective but also utilizes less virgin materials and is environmentally sustainable. The repair of failed flexible pavements—which make up the majority of most systems—is often an expensive process, especially if the pavement has base or subgrade problems, and a simple overlay will not result in a long-term solution. A procedure is available, called full-depth reclamation (FDR) with cement, which allows old deteriorated asphalt pavements to be recycled and stabilized with cement, creating a new base that will provide an excellent foundation for long-term pavement performance. The concept of recycling existing pavement materials is especially attractive in locations where quality aggregates may not be readily available. Recent studies have shown that agencies have successfully used the FDR with cement process for more than 25 years, with little or no evidence of structural failure in these FDR sections. Cost savings between 30% and 60% and environmental benefits result from use of existing pavement materials, reduced hauling associated with removing old materials and placing new materials, and from the longer expected life of a pavement with a cement-stabilized base. This paper includes the engineering and construction steps involved in designing and building an FDR project, with examples of successful projects constructed over the past 25 years in challenging environments. U1 - 12th AASHTO-TRB Maintenance Management ConferenceTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAnnapolis,Maryland,United States StartDate:20090719 EndDate:20090723 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - Cement KW - Cement stabilized base KW - Construction KW - Design KW - Flexible pavements KW - Full-depth reclamation KW - Long term performance KW - Pavement performance KW - Recycled asphalt pavements UR - http://www.trb.org/Publications/Blurbs/161920.aspx UR - https://trid.trb.org/view/898316 ER - TY - CONF AN - 01138093 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Ozbek, Mehmet E AU - de la Garza, Jesus M AU - Triantis, Konstantinos TI - Development of a Comprehensive Framework for the Efficiency Measurement of Road Maintenance Strategies Using Data Envelopment Analysis PY - 2009/07 IS - E-C135 SP - pp 19-31 AB - This paper presents a comprehensive framework that can measure the overall efficiency of road maintenance operations and that can also consider the effects of external and uncontrollable factors (such as climate, traffic, etc.) on such overall efficiency. This efficiency measurement framework, when implemented, identifies: (a) the relative efficiency of different units in performing road maintenance services, (b) the benchmarks (peers) and targets that pertain to the inefficient units (in an effort to inform the decision-makers within such units of possible efficiency improvements than can be secured in the future), (c) the fundamental relationships between the maintenance levels of service and the budget requirements, (d) the effects of the environmental and operational factors on the road maintenance efficiency of units. It is important to note that items a and c, as listed above, relate to the maintenance management issues identified by the Transportation Research Board as “in need of comprehensive investigation” in 2006. The findings of the research outlined herein contributes new knowledge to the maintenance management field in the road infrastructure domain by providing a framework that is able to differentiate effective and efficient maintenance strategies from effective and inefficient ones; as such, the impact of such framework is broad, significant, and relevant to the decision-making process performed by the maintenance managers. U1 - 12th AASHTO-TRB Maintenance Management ConferenceTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAnnapolis,Maryland,United States StartDate:20090719 EndDate:20090723 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - Budget constraints KW - Data envelopment analysis KW - Decision making KW - Economic efficiency KW - Highway maintenance KW - Level of service KW - Maintenance management KW - Maintenance personnel KW - Strategic planning UR - http://www.trb.org/Publications/Blurbs/161920.aspx UR - https://trid.trb.org/view/898300 ER - TY - CONF AN - 01138092 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Tebow, Lonnie H TI - Maximizing Resource Use to Meet the Maintenance Management Challenge: As Demonstrated by Traffic Signal Maintenance Management in the City of Norfolk, Virginia PY - 2009/07 IS - E-C135 SP - pp 191-206 AB - Public agencies are required to maintain and improve the level of service for a continually growing catalog of assets with a stagnant or decreasing number of resources. The need for a comprehensive strategy for maintenance management programs increases along with this growth. The City of Norfolk’s Division of Transportation (DOT) has chosen to analyze, improve and document the following six elements of a successful maintenance management system: (a) preventive maintenance, (b) stock and procurement, (c) work tracking, (d) workforce development, (e) statistical analysis, and (f) performance measures in order to make the best use of existing resources and justify requests for additional or alternative resources. The experience of Norfolk’s DOT in implementing and improving maintenance management programs and policies has shown that significant gains may be achieved by an agency. The six elements, supporting maintenance programs and policies increase resource performance (efficiency), align the correct resource to the task (effectiveness) and if justified provide rational data to justify an expansion of resources to improve levels-of-service and meet increasing demands of scale. This paper defines each of these six elements, details its components and explains their overall importance to a successful maintenance system. The synchronicity of each element with other elements of the maintenance management program is also discussed. Examples of the programs and policies that Norfolk has created or expanded to exploit each element are provided. Finally the results of the implementation of these programs and policies is discussed along with a discussion of the lessons learned and some of the problems associated with implementing a maintenance management system. U1 - 12th AASHTO-TRB Maintenance Management ConferenceTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAnnapolis,Maryland,United States StartDate:20090719 EndDate:20090723 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - Implementation KW - Labor force KW - Lessons learned KW - Maintenance management KW - Norfolk (Virginia) KW - Performance measurement KW - Personnel development KW - Preventive maintenance KW - Procurement KW - Resource management KW - Statistical analysis KW - Strategic planning KW - Tracking systems (Management) KW - Traffic signals UR - http://www.trb.org/Publications/Blurbs/161920.aspx UR - https://trid.trb.org/view/898377 ER - TY - CONF AN - 01138091 JO - Transportation Research E-Circular PB - Transportation Research Board AU - McCullouch, Bob G AU - Anastasopoulos, Panagiotis Ch TI - Performance-Based Contracting—Yes or No: An In-Depth Analysis PY - 2009/07 IS - E-C135 SP - pp 49-64 AB - In the fall of 2006 the Indiana Department of Transportation (INDOT) initiated a study to investigate performance-based contracting of maintenance operations. One of the main impetuses for the study is that INDOT started a 10-year road building program called Major Moves that will add more than 1,000 lane miles to the current network. With this addition and coupled with a trend of reduction in maintenance personnel, INDOT is planning how maintenance will be performed. One option is the use of performance-based contracting (PBC). This study evaluated many aspects of PBC and produced an in-depth analysis of PBC. Information on how to implement, pros and cons, and recommendations to consider are described in this paper. Other options are discussed in the paper. This information should be helpful to agencies contemplating PBC for maintenance operations. U1 - 12th AASHTO-TRB Maintenance Management ConferenceTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAnnapolis,Maryland,United States StartDate:20090719 EndDate:20090723 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - Contracting out KW - Highway maintenance KW - Indiana Department of Transportation KW - Maintenance management KW - Performance based maintenance contracting UR - http://www.trb.org/Publications/Blurbs/161920.aspx UR - https://trid.trb.org/view/898302 ER - TY - CONF AN - 01138090 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Ye, Zhirui AU - Shi, Xianming TI - Cost–Benefit Analysis of the Pooled-Fund Maintenance Decision Support System: Case Studies PY - 2009/07 IS - E-C135 SP - pp 229-243 AB - The Federal Highway Administration (FHWA) funded and marshaled collaboration among six national research centers and a pool of maintenance practitioners from several state departments of transportation (DOTs) to develop a functional prototype maintenance decision support system (MDSS). In an effort to practically apply the MDSS concept, a pooled-fund study (PFS), led by the South Dakota DOT and including eight other states along with Meridian Environmental Technology, has built on this effort by developing an operational MDSS that satisfies the needs for these states. Based on the PFS led by South Dakota DOT, this paper presents the analysis results of MDSS benefits and costs. The study first identifies the tangible and intangible benefits and costs associated with MDSS implementation. A simulation methodology is then developed in this study to quantify the benefits including resource savings, safety savings, and delay savings. Different simulation scenarios are proposed for the benefit–cost analysis, by using different levels of service and resource usages. Finally, the methodology is applied to multiple case study states, which represent different climates. U1 - 12th AASHTO-TRB Maintenance Management ConferenceTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAnnapolis,Maryland,United States StartDate:20090719 EndDate:20090723 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - Benefit cost analysis KW - Case studies KW - Climate KW - Decision support systems KW - Implementation KW - Maintenance Decision Support System (MDSS) KW - Maintenance management KW - Pooled funds KW - Simulation KW - Winter maintenance UR - http://www.trb.org/Publications/Blurbs/161920.aspx UR - https://trid.trb.org/view/898380 ER - TY - CONF AN - 01138089 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Britt, Michael F AU - Borzok, Michael J TI - Asset Management Plan for the Ambassador Bridge PY - 2009/07 IS - E-C135 SP - pp 69-85 AB - Opened to traffic on November 15, 1929, the Ambassador Bridge is an international crossing spanning the Detroit River between Detroit, Michigan, and Windsor, Ontario, Canada. At that time, the bridge’s 1,850-ft suspended span was the longest of any bridge in the world. It is owned, operated, and maintained by the Detroit International Bridge Company (DIBC). It is the number one U.S.–Canadian commercial crossing in terms of trade volume, carrying 23% of all surface trade between the two countries. The Michigan Department of Transportation (MDOT), with the support of FHWA and cooperation from DIBC and other local stakeholders, has broken ground on the largest single construction contract that MDOT has ever undertaken, the $170 million Ambassador Bridge Gateway Project (ABGP). The ABGP is a major freeway reconstruction effort that will enhance commercial access to the Ambassador Bridge while improving traffic flow and safety on local roads. The project, which began in the summer of 2007, will include a reconstructed I-75–I-96 interchange with new connections to the Ambassador Bridge Plaza. The DIBC has a long history of aggressive inspection, maintenance, repair, and reconstruction of its Ambassador Bridge transportation asset. Working with Modjeski and Masters, Inc., the DIBC formalized its plan for the continued preservation of the bridge through the development and implementation of an asset management plan. The plan assures MDOT, FHWA, and other interested stakeholders that the structure will continue to be maintained at a level that will be compatible with ABGP and able to safely and efficiently handle any additional traffic that will be generated upon its completion of construction in 2009. The asset management plan for the Ambassador Bridge has been developed with the entire life cycle of the bridge in mind. It is based on guidance issued by FHWA including the Asset Management Primer, dated December 1999, as well as bridge specific documents such as annual inspection reports. It focuses on the existing bridge but takes into consideration that its remaining useful life, until a major rehabilitation is undertaken, may be limited. The plan includes planning, programming, engineering, construction, inspection, maintenance, and operations. It recognizes that continued and sometimes significant investment must be made with respect to a broad set of objectives, including physical preservation, congestion relief, safety, security, economic productivity, and environmental stewardship. This paper and presentation documents the development and implementation of the plan by the DIBC and how its continued implementation facilitates the safe and efficient movement of goods and services between the two countries, enhances tourism, and improves the quality of life in communities near the bridge. U1 - 12th AASHTO-TRB Maintenance Management ConferenceTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAnnapolis,Maryland,United States StartDate:20090719 EndDate:20090723 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - Access roads KW - Ambassador Bridge (Detroit, Michigan and Windsor, Ontario) KW - Asset management KW - Bridge preservation KW - Interchanges KW - Life cycle analysis KW - Michigan Department of Transportation KW - Planning KW - Programming (Planning) KW - Reconstruction KW - United States-Canada Border UR - http://www.trb.org/Publications/Blurbs/161920.aspx UR - https://trid.trb.org/view/898310 ER - TY - CONF AN - 01138088 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Pisano, Paul A AU - Hoffman, William H AU - Stern, Andrew D TI - Integrating Maintenance Management Systems with Maintenance Decision Support Systems PY - 2009/07 IS - E-C135 SP - pp 245-254 AB - During the last decade, many maintenance managers have had the opportunity to work with increasingly sophisticated software systems which assists in keeping track of assets, tracking funding, and making day-to-day maintenance decisions. Two systems in particular are changing maintenance practices by increasing efficiencies and providing new insight into operational planning: the maintenance management system (MMS) and the maintenance decision support system (MDSS). Both MMS and MDSS provide maintenance managers with tools and technologies to maintain a safe and efficient transportation system. MMS sets performance targets, measures outcomes in times of limited budgets, and provides recommendations for tasks with competing needs. MMS now serves as a critical planning and management tool for public agencies, aiding in mid- and long-term maintenance decision making. On the other hand, the MDSS focuses on real-time maintenance decision making, providing decision support for winter maintenance activities. It uses weather forecasts and other data to generate recommendations based upon specific routes and customized rules of practice surrounding maintenance activities. Output from MDSS is used to optimize day-to-day and hour-to-hour anti-icing or deicing operations in winter. And while the current focus of MDSS is on winter maintenance, efforts are underway to expand its functionality to support nonwinter maintenance activities, e.g., determining when it’s best to do crack sealing. For MMS to be effective, it relies on the input of high-quality data on expended resources, materials, and equipment in order to generate completed work activities and budget forecast reports. Such data entry is very time intensive for maintenance personnel, is needed while maintenance personnel are in the midst of fighting a storm, and is prone to errors. Similarly, for MDSS to be effective it needs up-to-date, near-term maintenance needs (i.e., data on the immediate maintenance actions to be taken and their location). Since such data inputs are often the output of the other system, integrating the two systems would minimize time demands for data entry, enable staff to focus on storm fighting, reduce data transfer errors, and lead to improved output from each of the systems. Such results will apply to the whole before–during–after timeline of snow fighting, and will ultimately improve and optimize the efficiency of existing maintenance resources and practices. This paper explores the benefits that may be gained by integrating these two systems, and the technical steps necessary to achieve this integration, building upon the strengths and capabilities of each. U1 - 12th AASHTO-TRB Maintenance Management ConferenceTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAnnapolis,Maryland,United States StartDate:20090719 EndDate:20090723 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - Benefits KW - Data integration KW - Decision making KW - Decision support systems KW - Maintenance Decision Support System (MDSS) KW - Maintenance management KW - Management information systems KW - Optimization KW - Winter maintenance UR - http://www.trb.org/Publications/Blurbs/161920.aspx UR - https://trid.trb.org/view/898382 ER - TY - CONF AN - 01138087 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Capps, Scott G AU - Brantley, Kevin TI - Transportation Supervisor Workforce Development for the North Carolina Department of Transportation PY - 2009/07 IS - E-C135 SP - pp 211-226 AB - The North Carolina Department of Transportation (NCDOT) recognized the need to provide a career development program for employees classified as transportation supervisors. Issues facing the transportation supervisor were the lack of managerial and technical training. The department actively took steps to address these deficiencies by developing needed training programs along with a competency-based pay program. The training programs developed included the Transportation Supervisors Academy and the transportation supervisors conferences. U1 - 12th AASHTO-TRB Maintenance Management ConferenceTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAnnapolis,Maryland,United States StartDate:20090719 EndDate:20090723 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - Maintenance management KW - Managerial personnel KW - North Carolina Department of Transportation KW - Personnel development KW - Supervisors KW - Technical training KW - Training KW - Transportation careers UR - http://www.trb.org/Publications/Blurbs/161920.aspx UR - https://trid.trb.org/view/898379 ER - TY - CONF AN - 01138086 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Wolters, Angela S AU - Peshkin, David G AU - Rowden, LaDonna AU - Burke, Kevin TI - Implementation of a Pavement Preservation Program in Illinois PY - 2009/07 IS - E-C135 SP - pp 137-152 AB - The implementation of pavement preservation programs is a growing trend among transportation agencies in the United States. During the 2005 fiscal year, the State of Illinois began the process of implementing a pavement preservation program by providing appropriated funding for specific pavement preservation treatments for state-maintained roadways. Since that time, the program has expanded the funding level for the same four treatments on state-maintained roadways. In addition to providing funding, the State of Illinois has supported the creation of state- and local-level guidelines that are planned to become part of both the Bureau of Design and Environment Manual and the Bureau of Local Roads and Streets Manual, respectively. Further resources were provided to conduct pavement preservation training throughout the state. The implementation of a pavement preservation program has been a learning experience for the state. This paper highlights the challenges and successes of the state’s implementation. It includes a discussion of the role of industry in supporting the program, the creation of pavement preservation guidelines to provide information regarding the importance of preservation and guide the selection of treatments for both state- and local-level roadways, and the development and delivery of customized pavement preservation training throughout the state. It concludes with a discussion of the challenges that the Illinois Department of Transportation faces moving forward with their program. U1 - 12th AASHTO-TRB Maintenance Management ConferenceTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAnnapolis,Maryland,United States StartDate:20090719 EndDate:20090723 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - Guidelines KW - Illinois KW - Illinois Department of Transportation KW - Implementation KW - Pavement maintenance KW - Pavement preservation KW - Rehabilitation (Maintenance) KW - Training UR - http://www.trb.org/Publications/Blurbs/161920.aspx UR - https://trid.trb.org/view/898339 ER - TY - CONF AN - 01138085 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Venner, Marie AU - Paulsen, Chris TI - Management of Environmental Features and Assets PY - 2009/07 IS - E-C135 SP - pp 269-285 AB - This study found that few state departments of transportation (DOTs) have begun to develop a statewide system for asset management of environmental mitigation features. However, several states are beginning to use environmental commitment tracking systems beyond the construction phase to monitor and maintain mitigation features. The most progress has been made in systems for vegetation management and culvert management as maintenance of these features is closely tied to routine maintenance of the major transportation infrastructure. In most states, however, monitoring and maintenance of most other mitigation features ends when the environmental permit is closed. When there is no permit, maintenance ends upon completion of construction. Funding and staffing constraints have impeded the ability of most DOTs to make substantive progress in developing adequate inventory data, condition assessment, and integrated management systems. DOTs are evolving a wide variety of mechanisms to help reduce the cost of maintaining environmental assets through design, value engineering, or transferring ownership to a conservation agency for long-term maintenance. A few states have made notable progress in moving toward a comprehensive system for long-term asset management. District of Columbia DOT has distinctive plans to track performance of environmental commitments in maintenance and corrective action. The specifics of staffing and when and how such monitoring will occur are yet to be determined. Maintenance management and related systems are increasingly addressing and incorporating environmental components. For example, Pennsylvania DOT has linked maintenance equipment to a web-based GIS application that provides a centralized database for the maintenance and operations of the roadside IVM program. Other systems such as Washington State DOT’s annual maintenance accountability process capture some environmental features maintained by DOTs, including some that are proactive rather than regulatory. Extending systems to track regulated environmental mitigation features is the current challenge for many DOT maintenance operations. U1 - 12th AASHTO-TRB Maintenance Management ConferenceTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAnnapolis,Maryland,United States StartDate:20090719 EndDate:20090723 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - Asset management KW - Culverts KW - Environmental engineering KW - Environmental mitigation KW - Maintenance management KW - State departments of transportation KW - Vegetation control UR - http://www.trb.org/Publications/Blurbs/161920.aspx UR - https://trid.trb.org/view/898390 ER - TY - CONF AN - 01138084 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Arnold, Jonathan AU - Brandenburg, Jennifer P AU - Watkins, Lonnie TI - North Carolina Department of Transportation’s Performance-Based Contracting Experience in Charlotte PY - 2009/07 IS - E-C135 SP - pp 37-48 AB - In 2005, the North Carolina General Assembly passed legislation stating “the Department of Transportation may implement up to two performance-based contracts for routine maintenance and operations, exclusive of resurfacing.” This legislation began North Carolina Department of Transportation’s (NCDOT’s) entrance into performance-based contracting with its pilot project in Charlotte. This project includes about 700 lane miles of Interstates 85, 485, 77, and 277. As NCDOT began to prepare a contract document, identifying the scope of the project became a major undertaking. Much was learned from states that had gone before North Carolina in this endeavor and armed with Virginia and Texas experiences and NCDOT’s own internal performance measures initiative, a comprehensive contract document was prepared and advertised in June 2006. In March 2007, a performance-based contract was awarded to Infrastructure Corporation of America (ICA) and as with any new project both NCDOT and ICA had start-up challenges to overcome. Some of those included training DOT subcontractors and even ICA’s staff in a new method of contracting and performance measures, locating facilities, and working through various communication challenges. In order to verify the contractor’s performance, performance targets and semi-annual condition assessments are performed. The contractor’s payment is based on how closely he adheres to these targets. This paper outlines the process and issues involved in the development and administration of North Carolina’s performance-based contract including project selection, development of performance measures, lessons learned, and assessment methodologies. U1 - 12th AASHTO-TRB Maintenance Management ConferenceTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAnnapolis,Maryland,United States StartDate:20090719 EndDate:20090723 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - Charlotte (North Carolina) KW - Contract administration KW - Contracting out KW - Evaluation and assessment KW - Infrastructure Corporation of America KW - Lessons learned KW - North Carolina Department of Transportation KW - Performance based maintenance contracting KW - Performance measurement KW - Project selection UR - http://www.trb.org/Publications/Blurbs/161920.aspx UR - https://trid.trb.org/view/898301 ER - TY - CONF AN - 01138083 JO - Transportation Research E-Circular PB - Transportation Research Board AU - McMurtry, Thomas AU - Riffkin, Matt AU - Heath, Suellen AU - Saito, Mitsuru TI - Variable Speed Limits Signs: Effects on Speed and Speed Variation in Work Zones PY - 2009/07 IS - E-C135 SP - pp 159-174 AB - Variable speed limit (VSL) signs are used across the country in conjunction with intelligent transportation systems to lower posted speed limits in areas affected by conditions such as congestion, construction, accidents, fog, snow, and ice. VSL signs allow operators to adjust the posted speed limit without changing the physical sign. As technology advances, the ease of using VSL signs is also increasing since speeds can now be changed at preset times via e-mail or telephone, or manually at the site. The Utah Department of Transportation desired to evaluate the effectiveness of this technology on driver behavior before using it widely in work zones on state highways. The focus of this research is driver response to VSL signs. A six-mi-long test site with a long-distance work zone on I-80 north of Wanship, Utah, was used to test drivers’ responses to VSL signs. Five speed detectors and two VSL signs were placed in this zone and vehicle speeds were monitored for about 3 months. The speed data analyses showed that driver response was positive. Though the average speeds between static speed limit signs and VSL signs were not statistically different at a 95% confidence level, variation in speeds was reduced in general, especially at the first speed detector location downstream of the first VSL sign. Providing drivers with speed restrictions that reflect actual conditions builds trust in the posted speed. Long-term use of VSL signs is recommended for evaluating their long-term effect on driver compliance to reduced work zone speed limits. U1 - 12th AASHTO-TRB Maintenance Management ConferenceTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAnnapolis,Maryland,United States StartDate:20090719 EndDate:20090723 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - Compliance KW - Speed control KW - Speed limits KW - Utah Department of Transportation KW - Variable message signs KW - Variable speed limits KW - Wanship (Utah) KW - Work zone traffic control UR - http://www.trb.org/Publications/Blurbs/161920.aspx UR - https://trid.trb.org/view/898341 ER - TY - CONF AN - 01138082 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Srinivasan, Rengaswamy AU - Carkhuff, Bliss G AU - Phillips, Terry E AU - Saffarian, Hassan M TI - A Wireless Sensor for Monitoring Chloride Ingress in Concrete PY - 2009/07 IS - E-C135 SP - pp 87-97 AB - Sensors for monitoring corrosivity in concrete that are miniature, wireless, and embeddable, are now a reality. Made using emerging innovations in electronics, and reliable and well-tested electrochemical techniques, the embeddable sensors are durable and accurate. They have been built and validated against bench-top commercial instruments. Called the smart aggregate, the sensor includes both the sensing elements and the electronics for measurement and data transfer, all within a small volume of 1-in.-diameter and ½-in.-tall, hermetically-sealed ceramic housing. Some of the early prototype sensors capable of measuring temperature and conductivity are currently embedded in bridge decks in Maryland. More recent embedments that are capable of monitoring corrosivity are described in this document. U1 - 12th AASHTO-TRB Maintenance Management ConferenceTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAnnapolis,Maryland,United States StartDate:20090719 EndDate:20090723 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - Accuracy KW - Bridge decks KW - Chloride ingress KW - Chlorides KW - Concrete KW - Durability KW - Embeddable sensors KW - Monitoring KW - Sensors KW - Technological innovations KW - Wireless sensors UR - http://www.trb.org/Publications/Blurbs/161920.aspx UR - https://trid.trb.org/view/898314 ER - TY - CONF AN - 01138081 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Schrock, Steven D AU - Young, C Bryan AU - Chellamani, Deepak TI - Use of Monte Carlo Simulation to Evaluate the Kansas Department of Transportation's Maintenance Quality Assurance Program PY - 2009/07 IS - E-C135 SP - pp 3-17 AB - The Kansas Department of Transportation (KDOT) has had a Maintenance Quality Assurance (MQA) program in place since 1999 to evaluate the effectiveness of maintenance activities. KDOT samples 3,360 0.1-mi inspection sites every October, and rates the effectiveness of specific elements in the following categories: pavement surface, shoulders, roadside, drainage, and traffic guidance. In order to spread this workload out to each of KDOT’s 112 subarea maintenance offices, the inspection site selection scheme selects 30 inspection sites in each subarea. Because of the manpower-intensive nature of this effort, there was a natural desire by KDOT to examine ways to improve their results without increasing the number of sampled inspection sites. Three research questions were addressed in this research. First, is the MQA selection model truly random, or is there an inherent bias in the system due to selecting an even number of inspection sites for each subarea? Second, how would the MQA process be affected if there were a buffer included between selected inspection sites? Third, what would be the trade offs to changing the number of inspection sites per subarea? By populating a database of all possible inspection sites in the state network with actual MQA data, filling in the unsampled inspection sites with estimated data, and using Monte Carlo simulation methods, it was possible to run tens of thousands of selection trials and to analyze the distribution of results to understand the range of the possible maintenance ratings that might be expected under various conditions. It was found that there was no apparent bias in the existing selection scheme, a buffer of even 0.5 mi resulted in selection limitations in some of the smallest subareas, and there appeared to be little precision gained by increasing the number of sampled locations. There could be a benefit to reducing the number of inspection sites selected each year, as the distribution of observed overall maintenance ratings changed little when the number of selected inspection sites was reduced from 30 to 15 per subarea. U1 - 12th AASHTO-TRB Maintenance Management ConferenceTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAnnapolis,Maryland,United States StartDate:20090719 EndDate:20090723 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - Inspection KW - Kansas Department of Transportation KW - Location KW - Maintenance management KW - Monte Carlo method KW - Pavement maintenance KW - Quality assurance KW - Workload UR - http://www.trb.org/Publications/Blurbs/161920.aspx UR - https://trid.trb.org/view/898299 ER - TY - CONF AN - 01138080 JO - Transportation Research E-Circular PB - Transportation Research Board TI - Maintenance Management 2009: Presentations from the 12th AASHTO-TRB Maintenance Management Conference PY - 2009/07 IS - E-C135 SP - 320p AB - This electronic circular contains papers presented at the 12th AASHTO-TRB Maintenance Management Conference. The papers address the following topics: maintenance quality assurance; performance-based contracting and asset management; bridge monitoring and planning; pavement performance and preservation programs; outsourcing and safety issues; management systems: data collection, maximizing resources, and pavement knowledge base; workforce development; management aspects of winter services; and environmental assets, vegetation inventory, and maintenance issues in design and construction. The objective of the maintenance management conference series is to provide a forum every three to four years for the exchange of new ideas and developments in the maintenance and operations management of transportation facilities. U1 - 12th AASHTO-TRB Maintenance Management ConferenceTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationAnnapolis,Maryland,United States StartDate:20090719 EndDate:20090723 Sponsors:Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - Asset management KW - Bridges KW - Conferences KW - Contracting out KW - Highway maintenance KW - Labor force KW - Maintenance management KW - Monitoring KW - Pavement maintenance KW - Pavement management systems KW - Pavement performance KW - Pavement preservation KW - Performance based maintenance contracting KW - Personnel development KW - Quality assurance KW - Safety KW - Winter maintenance UR - http://www.trb.org/Publications/Blurbs/161920.aspx UR - https://trid.trb.org/view/898262 ER - TY - RPRT AN - 01137612 AU - Krugler, Paul E AU - Estakhri, Cindy K AU - Chang-Albitres, Carlos M AU - Sasser, Christopher H AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Synthesis Study on Transverse Variable Asphalt Application Rates for Seal Coats PY - 2009/07//Technical Report SP - 140p AB - This report documents a cooperative effort to collect, process, and make available information about successful methods of varying seal coat asphalt application rates across treated roadways to optimize aggregate retention and avoid wheel path flushing. This topic is of critical importance to maximizing value obtained from the Texas Department of Transportation's (TxDOT’s) multi-million dollar preventive maintenance program. The primary source of the information was highly experienced TxDOT personnel. Researchers used a field interview process to capture knowledge that had been gained through years of roadway practice. Construction specifications and a field guidebook entitled "Guide for Transversely Varying Asphalt Rates" were developed. Captured field experience and knowledge were prepared for placement into TxDOT’s knowledge management system and seal coat inspector training course. KW - Application rates KW - Interviewing KW - Knowledge management KW - Maintenance personnel KW - Pavement maintenance KW - Preventive maintenance KW - Seal coats KW - Training UR - http://tti.tamu.edu/documents/0-5833-1.pdf UR - http://youtu.be/mneUw3LV3FI UR - https://trid.trb.org/view/897742 ER - TY - RPRT AN - 01137205 AU - Kim, David S AU - Porter, J David AU - Kriett, Phillip AU - Mbugua, Wilson AU - Wagner, Tristan AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Fleet Replacement Modeling PY - 2009/07//Final Report SP - 177p AB - This project focused on two interrelated areas in equipment replacement modeling for fleets. The first area was research-oriented and addressed a fundamental assumption in engineering economic replacement modeling that all assets providing a similar service are equally utilized. It is shown that if assets providing a similar service are not equally utilized, than overall operational costs of a fleet increases. The second area addressed the need of the Oregon Department of Transportation (ODOT) Fleet Services Section for a modern, user-friendly, well constructed and documented fleet condition model. The state-of-the-art in equipment replacement modeling and the research on effective prioritization measures computable from existing data are discussed. A new model is developed utilizing the highest value of (Age/Age standard)+(Usage/Use standard) as a measure to prioritize equipment. The model is described and it is shown through simulation that the prioritization measure utilized performs better than several other suggested measures. This project was conducted jointly with the ODOT Fleet Services Section and the ODOT Research Section. KW - Asset management KW - Cost models KW - Economic models KW - Equipment replacement KW - Fleet management KW - Life cycle costing KW - Mathematical models KW - Oregon KW - Oregon Department of Transportation KW - Strategic planning KW - Vehicle fleets KW - Vehicle replacement UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Fleet_Model.pdf UR - https://trid.trb.org/view/896287 ER - TY - RPRT AN - 01137203 AU - ETC Institute AU - Missouri Department of Transportation AU - Federal Highway Administration TI - A Report Card From Missourians – 2009 PY - 2009/07//Final Report SP - 142p AB - This survey populates data for five customer satisfaction measures for the Missouri Department of Transportation (MoDOT) Tracker: 5a, 12j, 13c, 17d and 18b. The survey also asks other evaluative and priority questions that measure the public’s support for various ways of raising and appropriating revenue for transportation. Using previous annual surveys as a baseline, the investigators collaborated with MoDOT to finalize the survey questions to be asked. A professional calling center was contracted to obtain a representative sample of each of the 10 MoDOT Districts, with a minimum of 350 respondents per District. Potential respondents were contacted through random digit dialing (RDD) from May 11 through May 22. The participation rate (completed interviews over the total number completed, refused, and terminated interviews) was 65 percent. A total of 3,567 interviews were completed for the study. KW - Customer satisfaction KW - Fund raising KW - Interviewing KW - Missouri KW - Missouri Department of Transportation KW - Public opinion KW - Revenue generation KW - Surveys UR - http://library.modot.mo.gov/RDT/reports/ri08018/or10001.pdf UR - https://trid.trb.org/view/897496 ER - TY - RPRT AN - 01135762 AU - Howson, Jonathan Embrey AU - Bhasin, Amit AU - Masad, Eyad A AU - Lytton, Robert L. AU - Little, Dallas N AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of a Database for Surface Energy of Aggregates and Asphalt Binders PY - 2009/07//Technical Report SP - 76p AB - Texas Department of Transportation (TxDOT) project 0-4524 evaluated the influence of surface energy of aggregates and binders on the resistance of asphalt mixtures to moisture damage. The results from this research lead to the development of a three-tier approach to assess the moisture damage resistance of asphalt mixtures. This approach is based on testing and evaluating the physical and/or mechanical properties of the constituent materials, the fine aggregate mixture, and full asphalt mixture. In the first tier, an energy-based parameter termed the energy ratio (ER) is calculated using the surface energy measurements. This parameter is used as a screening tool to select binders and aggregates that have good resistance to moisture damage. The second and third tiers rely on measuring the mechanical properties of the fine aggregate mixture and full asphalt mixture, respectively. This report documents the results of an implementation project of the testing methods and analysis approaches of the 0-4524 project. This implementation project included (a) providing training on the developed experimental and analysis methods, (b) conducting measurements of the surface energy of binders, additives, and aggregates, and (c) developing a database of surface energy measurements. This database will be useful as a diagnostic tool for finding the cause of poor moisture damage resistance in mixes and to suggest remedies through modification with anti-strip agents, lime, polymers, other additives, or through a change of materials in extreme cases. KW - Aggregates KW - Antistrip additives KW - Asphalt mixtures KW - Bituminous binders KW - Calcium oxide KW - Databases KW - Energy ratio KW - Mechanical properties KW - Moisture damage KW - Moisture susceptibility KW - Polymers KW - Surface energy KW - Test procedures UR - http://tti.tamu.edu/documents/5-4524-01-1.pdf UR - http://ntl.bts.gov/lib/31000/31100/31109/5-4524-01-1.pdf UR - https://trid.trb.org/view/896075 ER - TY - RPRT AN - 01532320 AU - Fang, Howie AU - Weggel, David C AU - Bi, Jing AU - Martin, Michael E AU - University of North Carolina, Charlotte AU - University of North Carolina, Charlotte AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Finite Element Evaluation of Two Retrofit Options to Enhance the Performance of Cable Median Barriers PY - 2009/06/30/Final Report SP - 93p AB - This report summarizes the finite element modeling and simulation efforts on evaluating the performance of cable median barriers (CMBs) including the current and several proposed retrofit designs. It also synthesizes a literature review of the performance evaluation of cable median barriers, existing finite element modeling and simulation work on roadside safety, and an analysis of crash data collected by the North Carolina Department of Transportation. Two retrofit options were proposed for this project, and several designs for each option were evaluated using the full-scale finite element simulations of a vehicle crashing into a cable median barrier. The simulation results showed that the potential of vehicle under-riding in back-side impacts was higher than that for front-side impacts, because the vehicle’s suspension was compressed and there was less median traversal width for back-side impacts. The evaluation of different retrofit options indicated that lowering the middle and bottom cables and changing the sides of all cables on the posts could increase the likelihood of redirecting small vehicles for back-side impacts without sacrificing the CMB’s performance for front-side impacts and for large vehicle impacts. For each of the two retrofit options, a new design was developed and evaluated. The simulation results showed that the newly developed three-cable and four-cable retrofit designs could improve the performance relative to the current design in back-side impacts without sacrificing its performance in front-side impacts. The simulation results of this project should only be used to investigate performance trends for evaluating the CMBs; they should not be used to draw definitive conclusions about CMB performance for a specific crash event, because many factors affecting CMB performance were not considered in the simulations. Finite element analysis was shown to be a useful tool in crash analysis and could be used in future research to investigate these remaining issues. KW - Cables KW - Crash data KW - Finite element method KW - Highway safety KW - Impact tests KW - Literature reviews KW - Median barriers KW - North Carolina KW - Performance measurement KW - Retrofitting KW - Simulation UR - http://ntl.bts.gov/lib/51000/51900/51905/2008-10FinalReport.pdf0.pdf UR - https://trid.trb.org/view/1317710 ER - TY - RPRT AN - 01499644 AU - Lerner, Neil AU - Singer, Jeremiah AU - Robinson, Emanuel AU - Huey, Richard AU - Jenness, James AU - Westat AU - Federal Highway Administration TI - Driver Use of En Route Real-Time Travel Time Information PY - 2009/06/30/Final Report SP - 124p AB - Communications and display technologies now permit the provision of key travel information to drivers in real time, using changeable message signs. The purpose of this project was to conduct human factors research to establish a basis for more effective provision of real-time travel time information. Such real-time travel time systems will only work well if they are designed with consideration of driver information needs and an understanding of the perceptual and cognitive aspects of motorist use of the signs. The project addressed these issues through various analytical and empirical activities. These included: (1) review of literature on travel time information and driver behavior; (2) identification of current practices and their rationale; (3) focus groups with drivers who commute along corridors with real-time travel time displays, in three cities with different signing practices and traffic system characteristics (Atlanta, Milwaukee, Seattle); (4) trip logs kept by commuters in the same three cities, documenting the driver’s experience with travel time displays and with influences on route choice, confidence in decisions, and other driver perceptions and beliefs; and (5) a laboratory study of the comprehension and interpretation of travel time displays. Recommendations for the design and use of en route real-time travel time displays were derived from the research findings. KW - Atlanta (Georgia) KW - Behavior KW - Commuters KW - Drivers KW - Focus groups KW - Human factors KW - Laboratory studies KW - Literature reviews KW - Milwaukee (Wisconsin) KW - Real time information KW - Route choice KW - Seattle (Washington) KW - State of the practice KW - Traveler information and communication systems KW - Variable message signs UR - http://tmcpfs.ops.fhwa.dot.gov/cfprojects/uploaded_files/real_time_tt_rpt.pdf UR - https://trid.trb.org/view/1267735 ER - TY - ABST AN - 01464486 TI - Recommended Laboratory Test for Predicting the Initial Retroreflectivity of Pavement Markings from Glass Bead Quality AB - The initial retro-reflectivity level of pavement markings is greatly dependent on the quality of glass beads applied on top of the marking material. Agency experience has shown that glass beads meeting the same specifications for gradation and roundness and applied by the same paint crew with identical equipment can exhibit a difference of 200 mcd/lx/sq m from one batch of glass beads to another. In Iowa, an increase of 100 to 200 mcd/lux/sq m in initial retro-reflectivity levels can lead to an additional year of useful life from a pavement marking. A quick, reproducible, and standardized laboratory test method is needed to predict the initial level of retro-reflectivity a particular batch of glass beads can provide. Such a test can be used by purchasing agencies to screen glass beads before they are applied to the road. The objective of this project is to develop a laboratory test to predict the initial retro-reflectivity of glass beads applied on top of liquid pavement markings. Actual field applications will need to be compared to laboratory tests to determine a method for accurately predicting how various batches of glass beads will perform in providing initial retro-reflectivity. The test should be rapid (less than 24 hours) and able to be conducted in a typical state DOT materials testing laboratory. KW - Glass beads KW - Paint KW - Reflectorized road markings KW - Research projects KW - Retroreflectivity KW - Road markings KW - Traffic paint UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2496 UR - https://trid.trb.org/view/1232716 ER - TY - RPRT AN - 01138526 AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) AU - National Cooperative Highway Research Program TI - International Scan Summary Report on Pedestrian and Bicyclist Safety and Mobility PY - 2009/06/24/Summary Report SP - 11p AB - In May 2009, a team of 12 transportation professionals with expertise in bicycling and walking from the United States visited five countries in Europe (Sweden, Denmark, Germany, Switzerland, and the United Kingdom) to identify and assess effective approaches to improve pedestrian and bicyclist safety and mobility. The countries were chosen because of their innovative approaches to nonmotorized transportation, as well as the potential transferability of their policies and practices. The scan team identified numerous possible approaches to improving pedestrian and bicyclist safety and mobility in the U.S. The scan team also prepared a list of implementation items for those approaches that should be pursued in the U.S. This summary report provides a quick‐response overview of the team’s findings and recommendations. KW - Bicycle safety KW - Cyclists KW - Denmark KW - Germany KW - Innovation KW - Mobility KW - Nonmotorized transportation KW - Pedestrian safety KW - Pedestrians KW - Recommendations KW - Study tours KW - Sweden KW - Switzerland KW - United Kingdom UR - https://www.fhwa.dot.gov/environment/bicycle_pedestrian/resources/pbssummary062409.pdf UR - https://trid.trb.org/view/898525 ER - TY - ABST AN - 01573569 TI - Quantifying the Effectiveness of State Quality Assurance Programs AB - State highway administrations do not currently have an objective way to determine how well their quality assurance programs and their specifications are working. A procedure has been developed to assist State highway administrations and Federal Highway Administration Divisions in evaluating the effectiveness of construction quality assurance programs and specifications. The procedure (see "Procedure for Monitoring and Improving the Effectiveness of QA Specifications" in Transportation Research Record 1813) calls for data analysis of the State's construction quality database to determine whether what the State wants (in terms of construction quality) is actually being specified by the State and delivered by the contractor. The procedure can be used to quantify the effectiveness of a quality assurance program, while at the same time identifying problem areas so they can be corrected. It also has the potential for use as a benchmarking tool for State highway agencies. The procedure was used to analyze the Florida Department of Transportation's Construction Quality Reporting (CQR) database, and make recommendations to that State. This is an activity that calls for analyzing various States' databases, making recommendations for quality assurance program improvements, and promoting good database development and analysis. KW - Data analysis KW - Florida Department of Transportation KW - Quality assurance KW - Road construction KW - Specifications KW - State departments of transportation UR - https://trid.trb.org/view/1366804 ER - TY - RPRT AN - 01146786 AU - Stoffels, Shelley M AU - Schokker, Andrea J AU - Yin, Hao AU - Singh, Vishal AU - Yeh, Lin AU - Lopez de Murphy, Maria AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Prestressed Pavement Rehabilitation PY - 2009/06/23/Final Report SP - 243p AB - In 1989, a landmark pavement project was opened to traffic in Blair County, Pennsylvania, that received national attention. The pavement was a two-mile section of prestressed concrete pavement that was constructed on the northbound lanes of what is now Interstate 99. The pavement has now started to show signs of distress, including transverse cracks, longitudinal cracks, spalling, and seal failure at the armored contraction joints. In addition, there are signs of shoulder separation and some localized subgrade failure. However, the ride quality of the pavement is still very good. Due to the uniqueness of this pavement section, and the lack nationally of any other similar sections in terms of design and age, traditional rehabilitation and overlay options are not necessarily directly applicable. The objective of this project was to develop recommendations for feasible rehabilitation strategies for the prestressed concrete pavement on I-99 in Blair County. As part of the work, the expected design lives and cost-effectiveness of the strategies were evaluated. KW - Blair County (Pennsylvania) KW - Pavement distress KW - Pavement maintenance KW - Prestressed concrete pavements KW - Rehabilitation (Maintenance) KW - Service life UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Prestressed%20Pavement%20Rehab.pdf UR - https://trid.trb.org/view/906287 ER - TY - RPRT AN - 01139994 AU - Meegan, Douglas AU - Waters, Paul AU - Ardani, Ahmad AU - Applied Research Associates, Incorporated AU - Ohio Department of Transportation AU - National Cooperative Highway Research Program AU - Innovations Deserving Exploratory Analysis (IDEA) Program AU - Federal Highway Administration TI - Smart Sensor for Autonomous noise Monitoring (SSAM) PY - 2009/06/23/Final Report SP - 73p AB - This project involved the development of a cost-effective sensor for long-range wireless, autonomous traffic noise monitoring. The device is called the Smart Sensor For Autonomous noise Monitoring (SSAM). The SSAM system developed under this project includes ten prototype sensors that measure and report noise levels periodically (e.g., once per minute) to a prototype base station that may be located up to 1.2 miles away. The data reported by SSAM includes flat-weighted and A-weighted sound pressure levels as well as octave band measurements over the frequency range of 22 to 5657 Hz. The system performance is similar to a Type 1 microphone as demonstrated in laboratory calibration tests reported here. The SSAM system developed in this project has been used to measure highway noise barrier insertion loss. The low-cost design of SSAM as well as the ability to perform autonomous measurements provides a new cost-effective approach to noise monitoring. KW - Monitoring KW - Noise KW - Noise barriers KW - Wireless sensors UR - http://worldcat.org/oclc/430214311/viewonline UR - http://ntl.bts.gov/lib/55000/55800/55852/FHWA-OH-2009-6.PDF UR - http://ntl.bts.gov/lib/55000/55800/55853/FHWA-OH-2009-6_EXEC_SUMMARY.PDF UR - https://trid.trb.org/view/899332 ER - TY - ABST AN - 01464134 TI - Guidance for Design and Selection of Pipes AB - In recent years, new pipe materials have been introduced on the market. The pipe industry is placing increasing pressure on department of transportations (DOTs) to allow the use of their products for highway applications, claiming their products' competency. In many cases, the performance of these pipe materials has not been verified by credible independent scientific analysis. Some pipe installations are failing prematurely because of pipe material degradation. The cost of repairing or replacing failing pipes can be many times the initial installation costs. Three main hindrances exist nationally for selecting a good pipe material type: (1) Lack of unified, unbiased pipe material selection guidance. (2) Lack of defined engineering approach to pipe selection. (3) Insufficient tracking of the performance of existing culvert installations. The objective of this research is to develop a recommended standard for selecting pipe materials based on sound, scientific research to meet transportation needs for providing durable, safe and economical products. KW - Degradation (Materials) KW - Degradation failures KW - Durability KW - Materials KW - Materials science KW - Pipe KW - Pipe laying KW - Pipelines KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2477 UR - https://trid.trb.org/view/1232362 ER - TY - ABST AN - 01464314 TI - Evaluation of Bridge-Scour Research: Geomorphic Processes and Predictions AB - Since 1990, state highway agencies, federal agencies, and others have expended significant resources for research on bridge scour, particularly in the following areas: (a) prediction of scour at bridge piers and abutments, (b) selection and design of bridge-scour countermeasures, (c) stream bank protection, (d) tidal scour, and (e) analysis of river systems and methodologies for predicting channel instability. In 1997, NCHRP Project 24-08, "Scour at Bridge Foundations: Research Needs," prepared a comprehensive plan to identify and guide bridge-scour-related research. Development of this plan required the research agency to assess the validity and applicability of research related to bridge scour and fluvial system instability; define the state of practice; identify gaps, deficiencies, and potential improvements in current scour technology; and make recommendations for future research. Using the results of Project 24-08, the American Association of State Highway and Transportation Officials (AASHTO) has, through NCHRP, initiated and completed a number of bridge-scour-related research studies. In addition, FHWA and other agencies and institutions have conducted bridge-scour-related research studies related to the comprehensive strategy. The AASHTO Technical Committee on Hydrology and Hydraulics is currently developing two new manuals: Policy for Design of Highway Drainage Facilities and Recommended Procedures for Design of Highway Drainage Facilities. To assist in development of the bridge-scour sections of these manuals, AASHTO needs a critical evaluation of bridge-scour research completed since 1990 with recommendations for the adoption of specific research results. These recommendations will be used by AASHTO in developing policies and procedures in the bridge-scour area for the two new highway hydraulic engineering guidance documents. NCHRP Project 24-27 was funded to critically evaluate bridge-scour research results completed since 1990 and make recommendations for adoption of specific research results by AASHTO and use by the engineering community in general. Project 24-27 is divided into three functional areas: (1) Pier Scour Processes and Predictions, (2) Abutment and Contraction Scour Processes and Predictions, and (3) Geomorphic Processes and Predictions. Separate but coordinated research teams will address each of these functional areas under the umbrella of NCHRP Project 24-27. Projects 24-27(01) and 24-27(02) are underway. This project will address the functional area Geomorphic Processes and Predictions and will be conducted as NCHRP Project 24-27(03). The objectives of this research are to (1) critically evaluate the results of research completed since 1990 on fluvial geomorphic processes and predictions related to channel stability in comparison with current practice and (2) develop recommendations for adoption of specific research results by AASHTO and their use by the engineering community in general. This research should include stability in cohesive soils, cohesionless soils, and rock; NCHRP's primary interests in this project are long-term degradation and aggradation, and lateral migration. In conducting this research, the contractor will coordinate with the contractors for Projects 24-27(01), "Evaluation of Bridge-Scour Research: Pier Scour Processes and Predictions," 24-27(02), "Evaluation of Bridge-Scour Research: Abutment and Contraction Scour Processes and Predictions," and 24-29, "Scour at Bridge Foundations on Rock." KW - Bridge piers KW - Bridges KW - Hydraulic engineering KW - Instability KW - Manuals KW - Scour UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1599 UR - https://trid.trb.org/view/1232543 ER - TY - ABST AN - 01464132 TI - Research for AASHTO Standing Committee on Highways. Task 272. Rheological Characterization of Flow Table Reference Material AB - This project will (1) fully characterize the reference material used in several AASHTO standard tests for hydraulic cement and (2) suggest a more efficient method to produce the reference material. KW - American Association of State Highway and Transportation Officials KW - Hydraulic cement KW - Hydraulic properties KW - Materials KW - Reference materials KW - Referencing KW - Rheological properties KW - Rheology UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2600 UR - https://trid.trb.org/view/1232360 ER - TY - ABST AN - 01543208 TI - Characterization of Cementitiously Stabilized Layers for Use in Pavement Design and Analysis AB - The use of cementiously stabilized materials, such as lean concrete, cement stabilized aggregate, and soil stabilized with cement, lime, fly ash, or combination thereof in subgrade, subbase, and base layers of flexible and rigid pavement structures is a widely accepted practice by many state highway agencies. Although a great deal of research has been performed on the properties of these materials, limited research has related the properties of such materials (e.g., shrinkage) to performance of the pavements in which they are used. The AASHTO Interim Mechanistic-Empirical Pavement Design Guide Manual of Practice (MEPDG) (see Special Note A) developed under NCHRP Project 01-37A provides a methodology for the analysis and performance prediction of pavements incorporating such layers. However, the short- and long-term properties of these materials differ substantially depending on the type and quantity of stabilizing agent, pavement structure, environmental conditions during and after construction, loading, etc. The characterization of such materials, the changes of their properties over time, and their distress models have not been adequately addressed in the MEPDG. Also, limited material properties have been considered; other properties may have significant influence on the long-term performance and need to be considered. Research is needed to identify properties of cementitiously stabilized materials that significantly influence the design, constructibility, and performance of highway pavements and recommend methods for measuring these properties. This information can be incorporated into the MEPDG thus allowing a rational analysis and design procedures of flexible and rigid pavements constructed with stabilized layers. The objective of this research is to recommend performance-related procedures for characterizing cementitiously stabilized pavement layers for use in pavement design and analysis and incorporation in the MEPDG. This research will deal with material properties and related test methods that can be used to predict pavement performance. This research is concerned with subgrade, subbase, and/or base materials stabilized with hydraulic cement, fly ash, lime, or combinations thereof and used in flexible and rigid pavements. KW - Compressive strength KW - Flexural strength KW - Fly ash KW - Hot mix asphalt KW - Lime fly ash KW - Mechanistic design KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Subbase (Pavements) KW - Subgrade (Pavements) UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2494 UR - https://trid.trb.org/view/1330442 ER - TY - ABST AN - 01464289 TI - Research for the AASHTO Standing Committee on the Environment. Task 58. Methods to Address Greenhouse Gas Emissions from Transportation Construction/Maintenance/Operations Activities AB - Greenhouse gas emissions and the related subject of global climate change is an emerging environmental issue, with the potential to significantly affect transportation agencies. This proposal is a follow-up to NCHRP 25-25, Task 17 - Assessment of Greenhouse Gas Analysis Techniques for Transportation Projects. That study looked at techniques available to transportation agencies to estimate greenhouse gas emissions from transportation activities. This research will be conducted in two parts. Part I will develop a tool (spreadsheet or other) that would allow the user to enter information on construction, maintenance and/or operations activities and would provide reliable estimates of greenhouse gas emissions. The tool should account for different types of equipment as well as different technologies (e.g. retrofits) and operational activities (e.g. hours of operation). Using this tool, transportation agencies could take into account their greenhouse gas emissions as part of their day-to-day activities as well as provide information to the public and other stakeholders in examining the effects of transportation projects. Part II will develop a synthesis of current research on the cost-effectiveness of different strategies within these activities to reduce greenhouse gas emissions, identify the gaps in current research, and recommend needed research to more affectively address the cost-effectiveness of these strategies. KW - Air quality management KW - Exhaust gases KW - Greenhouse gases KW - Highway operations KW - Maintenance practices KW - Pollutants KW - Research projects KW - Transportation facility operations KW - Transportation operations UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2621 UR - https://trid.trb.org/view/1232518 ER - TY - ABST AN - 01464485 TI - Methodology for Estimating Life Expectancies of Highway Assets AB - The deterioration of highway infrastructure begins as soon as it is put into service. Effective management of highway system assets requires a good understanding of the life expectancy of each asset. Asset life expectancy is the length of time until the asset must be retired, replaced, or removed from service. Determining when an asset reaches the end of its service life generally entails consideration of the cost and effectiveness of repair and maintenance actions that might be taken to further extend the asset's life expectancy. Different types of assets, such as pavements, bridges, signs, and signals, will have very different life expectancies. Asset life expectancy also depends on the materials used; demands actually placed on the asset in use; environmental conditions; and maintenance, preservation, and rehabilitation activities performed. Effective management of highway system assets requires that agency decision makers design and execute programs that maintain or extend the life of the various types of assets in the system at low cost. Designers use estimates of asset life expectancy in their lifecycle cost analysis to make design decisions, but those estimates depend on assumptions about maintenance practices, materials quality, service conditions and characteristics of the asset's use. If actual service conditions and maintenance activities subsequently differ from the designer's assumptions, the asset's life is likely to be different from initial estimates. Better information and tools for estimating asset-life expectancies are needed to guide in-service asset management programs. Research is needed to determine the life expectancies of assets for at least four potential cases: (1) when maintenance and preservation activities are performed as assumed by the designer in the lifecycle cost analysis, (2) when little or no maintenance is performed over the life of the asset, (3) when more aggressive maintenance and preservation activities are performed to extend the asset's life, and (4) when materials or designs that require no or very little maintenance are used. The objectives of this research are to (1) develop a methodology for determining the life expectancies of major types of highway system assets for use in lifecycle cost analyses supporting management decision making; (2) demonstrate the methodology's use for at least three asset classes, including pavement or bridges and two others, such as culverts, signs, or signals; and (3) develop a guidebook and resources for use by state DOTs and others for applying the methodology to develop highway maintenance and preservation programs and assess the impact of such programs on system performance. KW - Asset management KW - Life cycle analysis KW - Life cycle costing KW - Maintenance KW - Maintenance practices KW - Preventive maintenance UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2497 UR - https://trid.trb.org/view/1232715 ER - TY - RPRT AN - 01146778 AU - Laman, Jeffrey A AU - Kim, Woo Seok AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Monitoring of Integral Abutment Bridges and Design Criteria Development PY - 2009/06/15/Final Report SP - 654p AB - It has been observed that Pennsylvania integral abutment bridge behavior is much different from that predicted by current design methodologies. Thermally induced displacement magnitudes are typically on the order of 10% to 25% of predicted values. Thermally induced rotations and displacements are, in certain locations, opposite predicted rotations and displacements. Thermally induced stresses are not currently incorporated into design aids and guidelines and are not insignificant. Design methodologies must consider actual field observations such that the design accurately predicts the structural behavior. Proper application of integral abutments can then be made considering the findings of this study with new integral abutment bridge design. In addition, PennDOT integral abutment design requirements will represent the state-of-the-art. The objective of this project was to revise and make more accurate integral abutment bridge design criteria based on observed structural behavior and results of numerical parametric studies. Observed behaviors were on the basis of field monitoring conducted at 4 integral abutment bridge sites and a weather station utilizing previously installed instrumentation and data acquisition systems. Integral abutment bridge engineering data were continuously collected over the entire contract period at bridges 109, 203, 211, and 222 and compiled, processed and evaluated. Numerical parametric studies were conducted on the basis of 2D and 3D finite element models, developed and calibrated to the observed integral abutment behavior, in order to evaluate the field performance of integral abutments and establish the range of potential applications for integral abutment bridge construction in Pennsylvania. KW - Bridge abutments KW - Bridge design KW - Dislocation (Geology) KW - Integral abutments KW - Rotation UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Improving%20Pennsylvania%20Bridges/Monitoring%20of%20Integral%20Abutment%20Bridges.pdf UR - https://trid.trb.org/view/906270 ER - TY - ABST AN - 01573550 TI - Establishment of the Saxton Transportation Operations Laboratory (TOL) AB - Advanced mobility and safety services can use new vehicle-infrastructure and vehicle-vehicle communication technologies to allow smooth travel at desired speeds, to increase travel time reliability, to improve throughput, to improve safety, and to improve environmental performance. Many of the research projects sponsored through the Exploratory Advanced Research and Intelligent Transportation Systems programs are identifying new services, or possible enhancements to exiting services, that can potentially offer substantial benefits. Because these services have not yet been realized in deployments, laboratory testing and transportation models are needed to further analyze and improve the concepts and to provide early valuations of their potential benefits. KW - Intelligent transportation systems KW - Mobility KW - Traffic safety KW - Travel time KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications UR - https://trid.trb.org/view/1366745 ER - TY - ABST AN - 01486020 TI - Connected Transportation Pooled Fund Study AB - Connected vehicle research allocates funds to Virginia for Pooled Fund Study. KW - Intelligent transportation systems KW - Intelligent vehicles KW - Mobile communication systems KW - Pooled funds KW - Virginia UR - https://trid.trb.org/view/1255641 ER - TY - RPRT AN - 01548533 AU - Hall, Kevin D AU - James, Mainey AU - University of Arkansas, Fayetteville AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - PCC Materials Input Values for Mechanistic-Empirical Pavement Design Guide PY - 2009/06//Final Report SP - 102p AB - The new Mechanistic-Empirical Pavement Design Guide (MEPDG) requires a number of materials-related inputs, many of which are not typically measured or tracked. For rigid pavement design, such inputs include the Portland cement concrete (PCC) coefficient of thermal expansion (CTE), Poisson’s ratio, and elastic modulus. For this study, three replicate specimens were prepared for each of 24 concrete/cement paste mixtures and tested at various ages ranging from 7 to 90 days. Aggregates included in the study represented the major aggregate types typically used in Arkansas. Results from the testing effort were collected into a materials library/catalog to be accessed by pavement designers using the MEPDG for Level 1 design efforts. The results show that MEPDG Level 3 default values for CTE are generally suitable for most design applications; values for Poisson’s ratio should be taken from the PCC materials catalog for design; and that default strength-gain curves embedded in the MEPDG, while generally sufficient for design, could be improved. Regression coefficients governing the MEPDG strength gain algorithm were optimized for Arkansas using the data generated in the study. KW - Arkansas KW - Compressive strength KW - Materials selection KW - Mechanistic-empirical pavement design KW - Mechanistic-Empirical Pavement Design Guide KW - Mix design KW - Modulus of elasticity KW - Optimization KW - Poisson ratio KW - Portland cement concrete KW - Thermal expansion UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%200708.pdf UR - https://trid.trb.org/view/1334407 ER - TY - RPRT AN - 01472081 AU - Ala, Nima AU - Stanigzai, Mohammad Ajmal AU - Azizinamini, Atorod AU - University of Nebraska, Lincoln AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration AU - Federal Transit Administration TI - Development of Field Data for Effective Implementation of Mechanistic Empirical Pavement Design Procedure PY - 2009/06 SP - 197p AB - This report provides summary of the work that was carried out to assess the merits of the Mechanistic Empirical Pavement Design approach and attempts to calibrate the procedure for application in Nebraska. Mechanistic Empirical (M-E) design of pavements is a new approach to pavement design. The method consists of two components; Mechanistic and Empirical. The Mechanistic part of the procedure tries to predict the response of the pavement to various loading during a very short time period. The empirical part tries to sum up the damages inflected to the pavement during the short time steps that the pavement is subjected to and attempts to predict the accumulated damage as function of time. This project consisted of two parts. First a parametric study was carried out to identify the parameters that are important and level of sophistication that is needed at the input level. The next step was to develop a field instrumentation plan and start collecting data and then continue with the calibration process. KW - Calibration KW - Field studies KW - Implementation KW - Instrumentation KW - Mechanistic-Empirical Pavement Design Guide KW - Parametric analysis KW - Pavement design UR - http://www.transportation.nebraska.gov/mat-n-tests/research/Design/Final%20Report%20P300.pdf UR - https://trid.trb.org/view/1239504 ER - TY - RPRT AN - 01454357 AU - Anastasopoulos, Panagiotis Ch AU - Mannering, Fred L AU - Haddock, John AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Effectiveness and Service Lives/Survival Curves of Various Pavement Rehabilitation Treatments PY - 2009/06//Final Report SP - 237p AB - The pavement analysis in this study considers various combinations of pavement rehabilitation treatments: two-course hot-mix asphalt (HMA) overlay with or without surface milling; concrete pavement restoration; three-course HMA overlay with or without surface milling; three-course HMA overlay with crack and seat of portland cement concrete (PCC) pavement; and Resurfacing, Restoration and Rehabilitation (3-R) and Resurfacing, Restoration, Rehabilitation and Reconstruction (4-R) overlay or replacement treatments. Six road functional classes (rural and urban of interstates, non-interstates of the National Highway System (NHS), and non-interstates non-NHS) are considered. This allows for estimation of the performance and service life of the pavement, corresponding to each treatment and road functional class. KW - Base course (Pavements) KW - Bituminous overlays KW - Indiana Department of Transportation KW - Pavement distress KW - Pavement maintenance KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Service life KW - Types of roads UR - http://dx.doi.org/10.5703/1288284314292 UR - https://trid.trb.org/view/1218758 ER - TY - SER AN - 01446053 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Steele, Douglas A AU - Vavrik, William R AU - Applied Research Associates, Incorporated AU - Illinois Department of Transportation AU - University of Illinois, Urbana-Champaign AU - Federal Highway Administration TI - Improving the Safety of Moving Lane Closures PY - 2009/06 IS - 09-049 SP - 87p AB - Moving lane closures are an increasingly utilized and inherently hazardous traffic control procedure for highway maintenance and operations activities. To improve the safety of moving lane closures for workers and motorists, this research studied driver behavior around moving lane closures and the effect of different components of current traffic control scenarios, including the number, configuration, and spacing of shadow vehicles, and the effect of various traffic control devices and sign messages. This report presents the results of Phase I of this study and includes the findings of full-scale field experiments performed at four locations. A future Phase II of the research will expand on these findings and produce specific recommendations for revisions to current traffic control standards to improve the safety of moving lane closures for highway workers and the traveling public. KW - Construction sites KW - Field tests KW - Highway safety KW - Highway traffic control KW - Lane closure KW - Mobile lane closures KW - Shadow vehicles KW - Variable message signs KW - Work zone safety UR - http://ntl.bts.gov/lib/45000/45700/45770/FHWA-ICT-09-049.pdf UR - https://trid.trb.org/view/1212522 ER - TY - RPRT AN - 01446027 AU - Federal Highway Administration TI - Current Design-Build Practices for Transportation Projects: A Compilation of Practices by the Transportation Design-Build Users Group PY - 2009/06 SP - 106p AB - Design-build is a relatively new project delivery method that is being applied or considered by numerous transportation agencies. As such, transportation agencies recognize the need to share information regarding all aspects of the design-build delivery process. The Design-Build Users Group is an informal group of State, Federal and local transportation agencies who wish to share current design-build practices with other agencies. This report is a collection of design-build procurement and contracting practices used by various transportation agencies. It provides basic information about the design-build project delivery method and its relation to transportation projects. KW - Best practices KW - Construction management KW - Construction projects KW - Contracts KW - Design build KW - Procurement KW - Project management UR - http://www.fhwa.dot.gov/construction/contracts/pubs/dbpractice/dbpractice.pdf UR - https://trid.trb.org/view/1212644 ER - TY - RPRT AN - 01384547 AU - Federal Highway Administration TI - Swiss heavy good vehicle control centers: a closer look at facility characteristics and supporting technologies: international technology scanning program PY - 2009/06 SP - 29p AB - Switzerland has incorporated the use of technology as part of an efficient and effective approach to simultaneously measuring commercial motor vehicle size and weight at off-route stationary enforcement locations (i.e., heavy goods vehicle (HGV) control centers). Potentially oversize or overweight vehicles—based on technology-based preselection procedures using weigh-in-motion (WIM) and/or overheight detection systems or enforcement personnel assessment—are directed into the facility for additional measurements. This document provides detailed information on facility characteristics and supporting technologies. KW - Freight transport KW - Freight transport logistics KW - Freight transportation KW - Heavy vehicle KW - Heavy vehicles KW - International comparison KW - International comparison KW - Overdimensional vehicle KW - Overloaded vehicle KW - Oversize loads KW - Overweight loads KW - Switzerland KW - Vehicle size KW - Weigh in motion KW - Weigh in motion UR - http://international.fhwa.dot.gov/pubs/swiss/summary.pdf UR - https://trid.trb.org/view/1152310 ER - TY - RPRT AN - 01384324 AU - Rasmussen, R O AU - Garber, S I AU - United States. Federal Highway Administration (FHWA). Turner-Fairbank Highway Research Center TI - Nonwoven geotextile interlayers for separating cementititious pavement layers: German practice and U.S. field trials PY - 2009/06 IS - FHWA-HRT-09-031 SP - 52p AB - The German highway community has more than 25 years of experience using an alternative interlayer made of a nonwoven geotextile. With proper selection and placement, these interlayers have resulted in excellent performance in separating new concrete pavement layers from the cementitious bases commonplace on the German motorway system. While this application also exists in the United States, the possibility of using the nonwoven geotextile as a separation interlayer in an unbonded concrete overlay system has also generated significant interest because of the potential cost savings involved. This report documents the German experience and gleans better practices for using nonwoven geotextile interlayers between cementitious layers in the United States. The report covers field trials in Missouri and Oklahoma along with other information so that pavement engineers can make an informed decision on the viability of this innovative but proven alternative. KW - Concrete pavement KW - Concrete pavements KW - Field test KW - Field tests KW - Geotextile KW - Geotextiles KW - Germany KW - Overlay KW - Overlays (Pavements) KW - Pavement design KW - Pavement design KW - Pavement layer KW - Pavement layers KW - Pavement technology KW - Usa UR - http://www.international.fhwa.dot.gov/pubs/geotextile/geotextile.pdf UR - https://trid.trb.org/view/1152089 ER - TY - RPRT AN - 01359835 AU - Hopwood, Theodore AU - Palle, Sudhir AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Nondestructive Testing of a Weld Repair on the I-65 Bridge Over the Ohio River at Louisville PY - 2009/06//Final Report SP - 49p AB - Nondestructive evaluation methods were applied to verify the structural integrity of a fracture critical structural member on the I-65 John F. Kennedy Memorial Bridge over the Ohio River at Louisville. Several nondestructive evaluation methods including acoustic emission monitoring, penetrant testing, ultrasonic testing and radiographic testing were used to evaluate a weld/crack repair on an H beam made from quenched and tempered steel. No defects were detected during the course of testing, indicating that the repair was properly affected. Technical aspects of the nondestructive evaluation work are presented along with test findings and recommendations fora structural reliability assessment of the bridge fracture critical members made from quenched and tempered steel. KW - Acoustic emission tests KW - Cracking KW - Fatigue (Mechanics) KW - Fracture critical members KW - John F. Kennedy Memorial Bridge (Louisville, Kentucky) KW - Nondestructive tests KW - Penetrants KW - Quenched and tempered steel KW - Radiography KW - Structural analysis KW - Ultrasonic tests KW - Welds UR - https://trid.trb.org/view/1125643 ER - TY - RPRT AN - 01352764 AU - Taha, M M Reda AU - Azarbayejani, Mohammad AU - Farfan, G B AU - University of New Mexico, Albuquerque AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Monitoring Long-Term In-Situ Behavior of Installed Fiber Reinforced Polymer: Report II: Proposed Monitoring System for Bridge 7937 in Tucumcari PY - 2009/06 SP - 43p AB - The purpose of this report is to present the design of an innovative structural health monitoring (SHM) system designed to provide continuous monitoring of Bridge 7937 in Tucumcari, New Mexico. Bridge 7937 was previously strengthened as a showcase strengthening project. The new SHM system is designed as a smart monitoring system based on field programmable gated array (FPGA) technology with minimum human intervention. The system operates wirelessly and is powered with a solar system. The new SHM system allows continuous remote monitoring of the bridge structure for public safety. KW - AASHTO LRFD Bridge Design Specifications KW - Fiber composites KW - Fiber reinforced polymers KW - Reinforced concrete bridges KW - Sensors KW - Solar collectors KW - Structural health monitoring KW - Tucumcari (New Mexico) KW - Wireless communication systems UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM08TT02_FRP_FINAL_2009.pdf UR - https://trid.trb.org/view/1117186 ER - TY - RPRT AN - 01352750 AU - Taha, M M Reda AU - Azarbayejani, Mohammad AU - University of New Mexico, Albuquerque AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Monitoring Long-Term In-Situ Behavior of Installed Fiber Reinforced Polymer: Report I: State of the Art In Structural Health Monitoring of Bridges and FRP Systems PY - 2009/06 SP - 32p AB - The objective of this report is to provide information on state of the art in structural health monitoring (SHM) and its application to bridges. The most recent trends in SHM with regard to fiber reinforced polymer (FRP) composites are discussed. Different approaches for structural monitoring using vibration-based and acoustic monitoring are examined and methods implemented in each approach are discussed and critically visited. Further discussion focuses on the challenge of monitoring significantly large structures and the reasons to consider frequency and wavelet analysis for damage detection. The report also discusses the technologies used for monitoring one bridge in Tucumcari, New Mexico located on Interstate 40 (I-40). KW - AASHTO LRFD Bridge Design Specifications KW - Acoustic detectors KW - Fiber composites KW - Fiber reinforced polymers KW - Frequency analysis KW - Reinforced concrete bridges KW - Sensors KW - State of the art KW - Structural health monitoring KW - Tucumcari (New Mexico) KW - Wireless communication systems UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM08TT02_FRP_FINAL_2009.pdf UR - https://trid.trb.org/view/1117185 ER - TY - RPRT AN - 01352741 AU - Taha, M M Reda AU - Azarbayejani, Mohammad AU - University of New Mexico, Albuquerque AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Monitoring Long-Term In-Situ Behavior of Installed Fiber Reinforced Polymer: Report III: Analysis and Results of Post-Construction Monitoring for Bridge 7937 in Tucumcari. PY - 2009/06 SP - 40p AB - The objective of this report is to provide information on the installation and operation of the new structural health monitoring (SHM) system installed on Bridge 7937 in Tucumcari, New Mexico. The new SHM system is based on field programmable gated array (FPGA) technology and operates using wireless communication. This report also describes the installation of solar panels used to power the SHM system with renewable energy. New software specially designed for data analysis and damage detection of Bridge 7937 is described. The new SHM system hardware and software are operational and provide smart monitoring of Bridge 7937 for public safety. KW - AASHTO LRFD Bridge Design Specifications KW - Data analysis KW - Fiber composites KW - Fiber reinforced polymers KW - Reinforced concrete bridges KW - Sensors KW - Solar collectors KW - Structural health monitoring KW - Tucumcari (New Mexico) KW - Wireless communication systems UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM08TT02_FRP_FINAL_2009.pdf UR - https://trid.trb.org/view/1117187 ER - TY - RPRT AN - 01342251 AU - Solanki, Pranshoo AU - Khoury, Naji N AU - Zaman, Musharraf M AU - University of Oklahoma, Norman AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Engineering Properties of Stabilized Subgrade Soils for Implementation of the AASHTO 2002 Pavement Design Guide PY - 2009/06//Final Report SP - 131p AB - A comprehensive laboratory study was undertaken to determine engineering properties of cementitiously stabilized common subgrade soils in Oklahoma for the design of roadway pavements in accordance with the AASHTO 2002 Mechanistic-Empirical Pavement Design Guide (MEPDG). These properties include resilient modulus (Mr), modulus of elasticity (ME), unconfined compressive strength (UCS), moisture susceptibility and three-dimensional (3-D) swell. Four different types of soils encountered in Oklahoma, namely, Port Series (P-soil), Kingfisher Series (K-soil), Vernon Series (V-soil), and Carnasaw Series (C-soil) were used in this study. These soils were stabilized with three locally produced and economically viable stabilizers used in Oklahoma, namely, hydrated lime (or lime), class C fly ash (CFA), and cement kiln dust (CKD). Additionally, mineralogical studies such as scanning electron microscopy, energy dispersive spectroscopy and X-ray diffraction were used to verify the findings from the macro test results. The percentage of stabilizer used (3%, 6% and 9% for lime; 5%, 10% and 15% for CFA and CKD) was selected on the basis of pH test and literature review. Cylindrical specimens of stabilized soil were compacted and cured for 28 days in a moist room having a constant temperature (23.0±1.7oC) and controlled humidity (>95%). The 28-day curing period is consistent with the new MEPDG for evaluation of design Mr, ME and UCS. After curing, specimens were tested for resilient modulus (Mr), modulus of elasticity (ME) and unconfined compressive strength (UCS). Selective specimens were also tested for moisture susceptibility (tube suction test) and three-dimensional swell during 60 days of capillary soaking. Results for the tested stabilized soil specimens showed that all three stabilizers improved the strength/stiffness properties, namely, Mr, UCS and ME values, of P-, K-, V- and C-soil specimens. At lower application rates (3% to 6%), the lime-stabilized soil specimens showed the highest improvement in the strength/stiffness. At higher application rates, however, P-, K, V- and C-soil specimens stabilized with 15% CKD showed the highest improvement. The P-soil specimens, however, showed more improvement in strength due to lower PI, as compared to K-, V- and C-soil. The SEM analysis showed formation of crystals with soil matrix as a result of stabilization. It is reasoned that the crystals within the matrix provide better interlocking between the particles and possible higher resistance to shear deformation and also reduce void within the matrix resulting in overall strength gain. The results of the analysis conforms to the results of the Mr, ME and UCS tests. The tube suction test (TST) results revealed that lime- and CFA-treatment is helpful because it reduces the moisture susceptibility. CKD-stabilization, however, makes stabilized specimens more susceptible to moisture, as compared to raw soil specimens. Three-dimensional (3-D) swelling test showed increase in volume for lime- and CKD-stabilized specimens while reduction in volume for CFA-stabilized specimen, as compared to raw soil. This increase in volume is attributed to sulfate-induced heaving which results in the formation of expansive mineral ettringite. Further, presence of ettringite was verified using SEM/EDS tests in conjunction with XRD analyses. This study generated useful information that would enrich the database pertaining to Mr, ME, UCS, 3-D swell and moisture susceptibility of selected soils in Oklahoma. An enriched database would benefit highway agencies, specifically pavement engineers, when dealing with construction of new pavements or rehabilitation of existing pavements. It will also facilitate the implementation of the new AASHTO 2002 pavement design guide. KW - Calcium hydroxide KW - Fly ash KW - Kiln dust KW - Mechanistic-Empirical Pavement Design Guide KW - Oklahoma KW - Pavement design KW - Properties of materials KW - Soil stabilization KW - Subgrade (Pavements) KW - Subgrade materials KW - Swelling UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/fhwa-ok0810.pdf UR - https://trid.trb.org/view/1103946 ER - TY - RPRT AN - 01220486 AU - Dam, Thomas Van AU - Peshkin, David AU - Applied Pavement Technology, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Concrete Aggregate Durability Study PY - 2009/06//Final Report SP - 57p AB - There are many factors that affect the durability of Portland cement concrete (PCC), including the mix design and the materials used, the quality of construction, and the environment. Durability is not an intrinsic property of the concrete, but instead is related to how the material interacts with the environment. Durability-related deterioration is referred to as materials-related distress (MRD). Common MRDs include those caused by physical processes, such as freezing and thawing, or chemical processes, such as alkali-silica reactivity (ASR) and sulfate attack. This research project was undertaken to determine whether concrete used in the ADOT system is experiencing, or is potentially susceptible to, ASR or sulfate attack, and if so, to what degree. Based on this study, ADOT’s current practices are consistent with those of its neighboring states, but by no means are they the most rigorous, particularly related to controlling ASR. The following recommendations are made to improve ADOT’s approach to ASR and sulfate attack mitigation to ensure success in the future: (1) ADOT should review its supplementary cementitious material (SCM) specifications to ensure that those materials being used in its concrete have the desired effect of mitigating ASR and sulfate attack. (2) A number of neighboring states permit the use of ASTM C1157 performance-specified cements and ADOT should investigate allowing the use of these cements as well. (3) ADOT is following the current state-of-the-practice regarding aggregate screening for ASR susceptibility. New FHWA guidelines (Thomas et al. 2008A) recommend that long-term concrete prism testing be conducted in accordance with ASTM C1293, Standard Test Method for Determination of Length Change of Concrete Due to Alkali-Silica Reaction, to establish an empirical relationship with the ASTM C1260 test results to ensure mitigation. This would require ADOT to embark on a long-term study to test their most common ASR-susceptible aggregates, but it is the only currently acceptable approach to developing confidence that the ASTM C1260/C1567 results accurately predict field performance. KW - Alkali silica reactions KW - Arizona KW - Concrete aggregates KW - Durability KW - Portland cement concrete KW - Sulfate attack UR - http://ntl.bts.gov/lib/34000/34500/34506/AZ575.pdf UR - https://trid.trb.org/view/981265 ER - TY - RPRT AN - 01173186 AU - Alfelor, Roemer M AU - Federal Highway Administration TI - Baselining Current Road Weather Information: Characterizing Sources and Evaluating Attributes PY - 2009/06 SP - 2p AB - The Federal Highway Administration (FHWA) Road Weather Management Program (RWMP) recently completed Baselining Current Road Weather Information, a study to establish a baseline for current road weather information. The baseline characterizes sources and evaluates the quality attributes of road weather parameters used by transportation agencies. Varying levels of quality characterize existing sources of road weather information. These can often paint an incomplete or inaccurate picture of conditions on or near the road surface, which are documented in the 2004 National Research Council report Where the Weather Meets the Road: A Research Agenda for Improving Road Weather Services. To overcome these deficiencies and improve road weather information products, the U.S. Department of Transportation (DOT) is investing in Intelligent Transportation Systems (ITS) research. One of the road weather ITS initiatives is Clarus, an integrated surface transportation weather observing, forecasting, and data management system. Clarus enables public and private information providers to produce anytime, anywhere road weather information to meet the needs of all road users and operators. Using Clarus will ultimately help improve mobility and safety by alleviating the impacts of adverse weather on the surface transportation system. Baselining road weather information establishes a reference to compare the results when agencies and organizations use Clarus and other advanced road weather management technologies. By characterizing existing weather information, the results may be used by all surface transportation weather users and providers as a benchmark for measuring improvements over time. KW - Clarus KW - Intelligent transportation systems KW - Mobility KW - Road weather information systems KW - Snow and ice control KW - Snow removal KW - Weather conditions KW - Winter maintenance UR - http://ntl.bts.gov/lib/33000/33700/33720/baselining_pdf.pdf UR - http://ntl.bts.gov/lib/33000/33700/33720/index.htm UR - https://trid.trb.org/view/927685 ER - TY - RPRT AN - 01167139 AU - DeGroot, Don J AU - Lutenegger, Alan J AU - University of Massachusetts, Amherst AU - Executive Office of Transportation and Public Works AU - Federal Highway Administration TI - Development and Validation of a MassHighway Geotechnical Engineering In Situ Testing Vehicle PY - 2009/06//Final Report SP - 109p AB - This technology transfer and implementation project developed a state-of-the-art in situ testing vehicle for the Massachusetts Highway Department (MassHighway) that can be used to perform detailed geotechnical engineering in situ testing at project sites throughout the Commonwealth of Massachusetts in a wide variety of geologic materials. An existing MassHighway truck mounted drill rig manufactured by Mobile Drilling Co., Inc., was retrofitted with the necessary tooling to conduct the in situ tests. The project developed the equipment for conducting standard penetration (with an automatic hammer), drive cone, cone penetration, seismic piezocone, plate load and pressuremeter tests. Interpretation of data from such testing provides information on basic soil characteristics and key design parameters such as in situ stress state, stiffness, flow and shear strength properties. Training of MassHighway personnel on use of the equipment was conducted at five research test sites that consisted of a variety of soil conditions ranging from fine to coarse-grained soils. The efficiency and potential of the in situ tests developed for MassHighway in this project was demonstrated through the field work and subsequent presentation of measured and interpreted data. Details on how to conduct the in-situ tests, data processing, data presentation and data interpretation are presented in a user manual entitled "Development and Validation of a MassHighway Geotechnical Engineering In Situ Testing Vehicle: User Manual" that accompanies this report. KW - Field tests KW - Geotechnical engineering KW - Instruments for measuring loads or pressure KW - Massachusetts KW - Soil penetration test KW - Test vehicles UR - https://trid.trb.org/view/926223 ER - TY - RPRT AN - 01164852 AU - Adrignolo, Anthony AU - Sankar, Sai AU - Szary, Patrick AU - Fairleigh Dickinson University AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Dual-Drive Production Prototype Project PY - 2009/06//Final Report SP - 15p AB - This project was an initiative to engineer, develop and build a plug-in hybrid-electric vehicle using the Dual-Drive system. The project aimed to build a plug-in hybrid utilitarian vehicle on a light commercial vehicle platform. The hybrid vehicle will have a range of 35-40 miles and will have the ability to switch between pure electric drive and pure gasoline drive. The vehicle’s electric drivetrain will enable the vehicle to run efficiently at very low speed conditions and will also give the user the flexibility to switch to pure gasoline driving and thus drive at highway speeds. KW - Electric drives KW - Fuel consumption KW - Fuel efficiency KW - Gasoline engines KW - Plug-in hybrid vehicles KW - Prototypes KW - Vehicle drive systems UR - http://cait.rutgers.edu/files/FDU-RU4474_0.pdf UR - https://trid.trb.org/view/925753 ER - TY - SER AN - 01164225 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Dhanaraju, Sharan AU - Ouyang, Yanfeng AU - Tursun, Umit Deniz AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Regional Data Archiving and Management for Northeast Illinois PY - 2009/06//Research Report SP - 86p AB - This project studies the feasibility and implementation options for establishing a regional data archiving system to help monitor and manage traffic operations and planning for the northeastern Illinois region. It aims to provide a clear guidance to the regional transportation agencies, from both technical and business perspectives, about building such a comprehensive transportation information system. Several implementation alternatives are identified and analyzed. This research is carried out in three phases. In the first phase, existing documents related to ITS deployments in the broader Chicago area are summarized, and a thorough review is conducted of similar systems across the country. Various stakeholders are interviewed to collect information on all data elements that they store, including the format, system, and granularity. Their perception of a data archive system, such as potential benefits and costs, is also surveyed. In the second phase, a conceptual design of the database is developed. This conceptual design includes system architecture, functional modules, user interfaces, and examples of usage. In the last phase, the possible business models for the archive system to sustain itself are reviewed. The authors estimate initial capital and recurring operational/maintenance costs for the system based on realistic information on the hardware, software, labor, and resource requirements. They also identify possible revenue opportunities. A few implementation options for the archive system are summarized in this report; namely: 1. System hosted by a partnering agency, 2. System contracted to a university, 3. System contracted to a national laboratory, 4. System outsourced to a service provider. The costs, advantages and disadvantages for each of these recommended options are also provided. KW - Data banks KW - Database design KW - Database management systems KW - Feasibility analysis KW - Highway operations KW - Highway planning KW - Illinois KW - Implementation KW - Intelligent transportation systems UR - https://www.ideals.illinois.edu/bitstream/handle/2142/14261/FHWA-ICT-09-050%20regional%20data.pdf?sequence=2 UR - http://ntl.bts.gov/lib/55000/55700/55772/FHWA-ICT-09-050.PDF UR - https://trid.trb.org/view/923574 ER - TY - RPRT AN - 01164119 AU - Persad, Khali R AU - Loftus-Otway, Lisa AU - Harrison, Robert AU - Cruz-Ross, Alejandra AU - Singh, Prakash AU - Chi, Seokho AU - Franco, Patricia AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of TxDOT's J.A.C.K. Model for Revenue and Expenditure Projections PY - 2009/06//Technical Report SP - 231p AB - This research report documents work conducted by the Center for Transportation Research (CTR) at the University of Texas at Austin in analyzing the Joint Analysis using the Combined Knowledge (J.A.C.K.) program. This program was developed by the Texas Department of Transportation (TxDOT) to make projections of revenues and expenditures. This research effort was to span from September 2008 to August 2009, but the bulk of the work was completed and presented by December 2008. J.A.C.K. was subsequently renamed TRENDS, but for consistency with the scope of work, the original name is used throughout this report. KW - Expenditures KW - Forecasting KW - Mathematical models KW - Revenues KW - Texas Department of Transportation UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6395_CT_1.pdf UR - https://trid.trb.org/view/924747 ER - TY - RPRT AN - 01162069 AU - Federal Highway Administration TI - Orange County Gateway Project within the Cities of Placentia and Anaheim and unincorporated Orange County to provide grade separation alternatives along the Burlington Northern Santa Fe railroad tracks from west of Bradford Avenue to west of Imperial Highway (State Route 90) : environmental impact statement PY - 2009/06//Volumes held: Draft(3v), Final(4v) KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/923053 ER - TY - RPRT AN - 01160006 AU - Hardy, Matthew AU - Wunderlich, Karl AU - Bunch, James AU - Noblis AU - Federal Highway Administration TI - Structuring Modeling and Simulation Analyses for Evacuation Planning and Operations PY - 2009/06 SP - 78p AB - This document is intended to provide guidance to decision-makers at agencies and jurisdictions considering the role of analytical tools in evacuation planning and operations.. It is often unclear what kind of analytical approach may be of most value, particularly in light of complex data requirements and staff training. The decision to create an analytical capability to support decision making can be a significant investment, and deserves careful consideration. In the end, evacuation planning and operations analysis should never be used to make key decisions but instead developed as a trusted resource for understanding the potential mobility impacts and using this information to inform key decisions. KW - Disaster preparedness KW - Disasters and emergency operations KW - Emergency transportation KW - Evacuation KW - Structural equation modeling KW - Traffic simulation UR - http://ntl.bts.gov/lib/33000/33000/33042/100309_Evacuation_Modeling_User_Guide__FHWA-JPO-10-033_.pdf UR - http://ntl.bts.gov/lib/33000/33000/33042/edl14940.pdf UR - http://ntl.bts.gov/lib/33000/33000/33042/index.htm UR - https://trid.trb.org/view/920460 ER - TY - RPRT AN - 01159710 AU - Yeon, Jung Heum AU - Suh, Chul AU - Won, Moon AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Pilot Implementation of New Test Procedures for Curing in Concrete Pavements PY - 2009/06//Technical Report SP - 45p AB - Curing of concrete has substantial effects on the performance of portland cement concrete (PCC) pavement. Curing effectiveness depends on the quality of the curing materials, time of curing compound application in relation to evaporation, and the amount and uniformity of the curing compound applications. The Texas Department of Transportation (TxDOT) developed and maintains a quality monitoring (QM) program for curing compounds to ensure that curing compounds used in TxDOT projects meet the minimum requirements. The timing of curing compound application as required in the specifications is well adhered. On the other hand, the uniformity and the amount of curing compounds applied are not monitored as well as they should be, primarily due to the lack of simple and proper methods for verifying their compliance with the specification requirements. To ensure good quality of curing in TxDOT paving projects, there is a need for simple and easy-to-use compliance testing. TxDOT Research Project 0-5106 evaluated and identified potential compliance testing for curing compound application rate and uniformity. Speed control of the curing machine was the basis for the compliance testing utilizing non-contact Doppler radar speed sensor and wireless data logger system. This project evaluated the feasibility of implementing this compliance testing in TxDOT construction projects. The findings include (1) speed control of the curing machine could be the most practical and simple method for compliance testing, (2) the non-contact Doppler radar speed sensor and the wireless data logger showed fairly good performance and can be an effective and practical curing compliance testing system, and (3) as the wind speed increases, the loss of curing compound tends to increase nearly proportionally. Since the proposed system is more complicated than the current practice, a simpler approach was developed and recommended for quick implementation. KW - Acceptance tests KW - Compliance KW - Concrete curing KW - Concrete pavements KW - Curing agents KW - Data logging KW - Doppler radar KW - Quality control KW - Specifications KW - Wireless sensors UR - http://www.utexas.edu/research/ctr/pdf_reports/5_5106_01_1.pdf UR - https://trid.trb.org/view/920237 ER - TY - RPRT AN - 01159341 AU - Deng, Zhi-Qiang AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - First Flush Reactor for Stormwater Treatment for Elevated Linear Transportation Projects PY - 2009/06//Final Report SP - 56p AB - The United States EPA (Environmental Protection Agency) MS4 (Municipal Separate Storm Water Sewer System) Program regulations require municipalities and government agencies including the Louisiana Department of Transportation and Development (LADOTD) to develop and implement stormwater best management practices (BMPs) for linear transportation systems to reduce the discharge of various pollutants, thereby protecting water quality. An efficient and cost-effective stormwater BMP is urgently needed for elevated linear transportation projects to comply with MS4 regulations. This report documents the development of a first flush-based stormwater treatment device, the first flush reactor, for use on elevated linear transportation projects/roadways for complying with MS4 regulations. A series of stormwater samples were collected from the I-10 elevated roadway section over City Park Lake in urban Baton Rouge. Stormwater treatment experiments were conducted using three laboratory columns filled with different combinations of filter medium layers. In terms of contaminant removal efficiency, the optimum filter medium combination was found to be (a) a mixture of Smart Sponge and Hydra CX2 in the top layer, (b) zerolite in the next layer, (c) sand, (d) sawdust, and (e) gravel in the bottom layer. Results of the laboratory experiments indicate that the first flush reactor with the optimized filter medium layers is able to remove over 85% of total suspended solids (TSS), 90% of total phosphorus, 99% of NO2-N and NO3-N, and 70% - 90% of fecal coliform bacteria. Tested heavy metals include Al, As, Ca, Cd, Cr, Cu, Fe, Mg, Mn, Na, Ni, P, Pb, Si, and Zn. In general, removal rates of heavy metals through the recommended filter media are higher than 80%. The removal rates of three toxic heavy metals including cadmium (Cd), copper (Cu), and lead (Pb) are higher than 90%. Hydrocarbon levels in the stormwater samples were too low to be detected. Some unsolved problems in the current design of the first flush reactor include the low removal rate (15%-58%) of TKN (Total Kjeldahl Nitrogen) and the slight release (up to 20%) of toxic metal zinc (Zn) from the reactor. The problems may be resolved by conducting more column tests and possibly replacing the Hydra CX2 with other types of fiber mulch. Experimental results presented in this report may be used for further study of filter medium selection and for optimization of the first flush reactor. Guidelines for design, field construction, operation, and maintenance of the first flush reactor are provided in this report to help environmental engineers and stormwater managers design and operate the first flush reactor properly and achieve the stormwater pollutant removal efficiency required in the MS4 program. KW - Best practices KW - First flush KW - Highway bridges KW - Runoff KW - Water quality management UR - http://www.ltrc.lsu.edu/pdf/2010/08_3tire.pdf UR - https://trid.trb.org/view/919748 ER - TY - RPRT AN - 01154797 AU - Elseifi, Mostafa A AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Analysis of Seasonal Strain Measurements in Asphalt Materials under Accelerated Pavement Testing and Comparing Field Performance and Laboratory Measured Binder Tension Properties PY - 2009/06//Final Report SP - 86p AB - Seasonal variation of measured pavement responses with temperature and its relationship to pavement performance has not been thoroughly evaluated for ALF Experiments II and III. Such information may be used to improve instrumentation strategies in future ALF experiments. These results may also be used to establish the relationship between binder elongation properties at intermediate and low temperature and mix performance. Such link may be used to update current binder standards by specifying measurement of properties that are indicative of pavement performance. Such properties may be obtained by complementing or modifying current specifications with the direct tensile test or the multiple stress creep recovery test instead of the current ductility test. The objectives of this study were two fold. First, instrument responses in past ALF Experiments were analyzed to quantify the impacts of seasonal variation of pavement responses with temperature and its relationship to pavement performance. Second, nine straight asphalt binders obtained from two asphalt suppliers were tested to link laboratory measured properties to mix performance. Based on the results of this analysis, it is concluded that survivability and repeatability of the gages were acceptable in past experiments. However, strain gages were not a reliable indicator of damage development in hot-mix asphalt (HMA). Laboratory test results showed that a binder that provides high ductility at intermediate temperature would be characterized by poor elongation properties at low temperature. This trend was related to the binder fractional compositions as an increase in the binder content of low molecular weight results in an increase in its ductility at intermediate temperature. However, an increase in paraffinic maltene content results in the binder tending to crystallize at higher temperature as it approaches the glassy region. Based on the results of laboratory testing conducted in this study, it is recommended that the ductility test be kept in the state binder’s specifications as it correlates well with mix performance at intermediate temperature. This test may not be substituted with the direct tensile test or the multiple stress creep recovery test. KW - Accelerated loading facilities KW - Accelerated tests KW - Bituminous binders KW - Creep tests KW - Ductility KW - Ductility tests KW - Hot mix asphalt KW - Laboratory tests KW - Pavement performance KW - Seasonal variations KW - Strain measurement KW - Tension tests UR - http://www.ltrc.lsu.edu/pdf/2010/fr_444.pdf UR - https://trid.trb.org/view/915921 ER - TY - RPRT AN - 01154728 AU - Bennert, Thomas A AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Dynamic Modulus of Hot Mix Asphalt PY - 2009/06//Final Report SP - 81p AB - One of the most critical parameters needed for the upcoming Mechanistic Empirical Pavement Design Guide (MEPDG) is the dynamic modulus (E*), which will be used for flexible pavement design. The dynamic modulus represents the stiffness of the asphalt material when tested in a compressive-type, repeated load test. The dynamic modulus is one of the key parameters used to evaluate both rutting and fatigue cracking distresses in the MEPDG. The computer software that accompanies the MEPDG also provides general default parameters for the dynamic modulus (i.e. – Level 2 and 3 inputs). However, caution has already been issued by the National Cooperative Highway Research Program (NCHRP) researchers as to the appropriateness of these parameters for regional areas. The major concern is that state agencies will use these default values blindly and sacrifice accuracy of the design, hence making the new mechanistic procedure no better than using a structural number (SN) with the old AASHTO method. There were three primary objectives of the research study. First, the current version of the dynamic modulus test, AASHTO TP62-07, was evaluated to determine the relative precision of the test method, and if required, recommend a modified procedure with better precision. The second objective of the study was to develop a dynamic modulus catalog for use with the MEPDG by testing plant-produced and laboratory-compacted samples of various asphalt mixtures. This would supercede Level 2 inputs currently in the MEPDG for New Jersey. The third primary objective of the research study was to assess the accuracy of two commonly utilized dynamic modulus prediction equations: 1) Witczak Prediction Equation and 2) Hirsch Model. The database developed during the study also led to the development of correlations between dynamic modulus and fatigue cracking and rutting performance of asphalt mixtures. KW - AASHTO TP62-07 KW - Accuracy KW - Asphalt mixtures KW - Dynamic modulus of elasticity KW - Equations KW - Fatigue cracking KW - Flexible pavements KW - Hot mix asphalt KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Precision KW - Rutting KW - Stiffness UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2009-011.pdf UR - https://trid.trb.org/view/915905 ER - TY - RPRT AN - 01154215 AU - Ruiz, J Mauricio AU - Xu, Qinwu AU - Chang, George K AU - Dick, Jason C AU - Rasmussen, Robert O AU - Transtec Group, Incorporated AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - HIPERPAV Wisconsin Implementation Support Phase IIa And Phase IIb – Final Report PY - 2009/06//Final Report SP - 54p AB - HIPERPAV Wisconsin is a software product developed for the Wisconsin Department of Transportation that includes local conditions and materials typically used in Wisconsin. It is believed that by implementing the HIPERPAV Wisconsin software into daily construction practices, concrete pavements will be built with higher quality, at a lower cost, and with increased long-term performance. Similarly, the HIPERPAV Wisconsin software will serve as a tool to educate new personnel on the behavior of concrete pavements as a function of climatic conditions and construction operations. Implementation efforts have been initiated to make the most out of this customization effort including a series of workshops throughout the state. In addition, in this project, the following implementation tasks were accomplished: 1. HIPERPAV predictions of time of set for Class C fly ash paving mixtures in Wisconsin were evaluated through field and laboratory testing and the time of set factor was calibrated from the findings in this work. 2. HIPERPAV Wisconsin implementation support tasks also included addressing technical issues and answering questions on the use of the software and broadcasting a newsletter to HIPERPAV users. 3. In addition, the HIPERPAV Wisconsin software was modified to include a time of placement simulation tool for automated analysis of multiple placement times and hydration inputs from semi-adiabatic calorimetry for improved thermal predictions. KW - Calorimetry KW - Climate KW - Concrete pavements KW - Field tests KW - High performance concrete KW - HIPERPAV (Computer program) KW - Hydration KW - Implementation KW - Laboratory tests KW - Road construction KW - Setting (Concrete) KW - Setting time KW - Wisconsin UR - http://minds.wisconsin.edu/bitstream/handle/1793/53350/Final%2520Report%252008-33.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/Final_Report_08-33.pdf UR - https://trid.trb.org/view/915830 ER - TY - RPRT AN - 01149204 AU - Liu, Rongfang AU - New Jersey Institute of Technology, Newark AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Development of Weekend Travel Demand and Mode Choice Models PY - 2009/06//Final Report SP - 146p AB - Travel demand models are widely used for forecasting and analyzing policies for automobile and transit travel. However, these models are typically developed for average weekday travel when regular activities are routine. The weekday models focus primarily on peak period travel, which are dominated with work and school trips. Given that weekend travel is largely generated for discretionary activities and is significantly affected by seasonal variation and special events, it is not surprising that weekday models are not adequate to forecast weekend travel. This report documents an effort to develop a pilot weekend travel demand forecast and mode choice model for New Jersey. The research team utilized a holistic approach that balances state of the art research and practical modeling applications for multiple agencies. The pilot model, produced via enumeration applications, not only incorporated up-to-date understanding of dynamics of weekend travel behavior but also obtained consensus from various agencies in New Jersey so it will be implemented. KW - Forecasting KW - Mathematical models KW - Mode choice KW - New Jersey KW - Nonwork travel KW - Off peak periods KW - Travel behavior KW - Travel demand KW - Weekends UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2009-013.pdf UR - https://trid.trb.org/view/911550 ER - TY - RPRT AN - 01148584 AU - Margiotta, Richard A AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Recurring Traffic Bottlenecks: A Primer - Focus on Low-Cost Operational Improvements PY - 2009/06 SP - 58p AB - This is the updated, 2nd version of this document. (The 1st version is FHWA-HOP-07-130). While many of the nation's bottlenecks must be addressed through costly major construction projects (i.e., "mega projects") or costly transportation alternative solutions (i.e., high occupancy vehicle or toll lanes, dynamic pricing, investments in transit alternatives, etc.) there is a significant opportunity for the application of operational and low-cost "fixes" at spot-specific locations. This Primer is the signature product of the Localized Bottleneck Reduction (LBR) Program, which is administered out of the Office of Operations, Office of Transportation Management, at FHWAY HQ in Washington, D.C. The LBR program is focused on recurring congestion chokepoints (as opposed to nonrecurring congestion causes) and the operational influences that cause them. Widening, lengthening, retiming, metering, or bypassing these problem areas to unclog them can often be done with lower cost, lesser intensive means than traditionally waiting for a complete facility rebuild or an out-year project. KW - Bottlenecks KW - Highway operations KW - Improvements KW - Lane drops KW - Low cost KW - Ramp metering KW - Traffic congestion KW - Weaving traffic UR - http://ntl.bts.gov/lib/31000/31400/31410/FHWA-HOP-09-037.pdf UR - https://trid.trb.org/view/908315 ER - TY - RPRT AN - 01147867 AU - Hollingshead, Travis AU - Tullis, Blake Paul AU - Utah State University, Logan AU - Utah Department of Transportation AU - Federal Highway Administration TI - In-Situ Culvert Rehabilitation: Synthesis Study and Field Evaluation PY - 2009/06//Final Report SP - 33p AB - This synthesis study evaluated culvert rehabilitation (repair) methods involving trenchless technologies that may be appropriate for use in Utah. This report is not intended as a replacement for installation manuals provided by the manufacturers but rather provides a brief description of each method and its installation procedures, and highlights the advantages and disadvantages of each. Segmental lining is cost effective in Utah and the most common method of culvert rehabilitation in most western state highway culverts. Cured-in-place pipe and fold-and-form methods are also common but the costs are higher than segmental lining. The Department of Transportation (DOT) maintenance personnel can often carry out segmental lining, while contractors with specialized skills and equipment are required for all other methods. This report also presents a survey of culvert relining project costs (western states) and a discussion on burial depth limitations and end treatments. The information provided was obtained through a literature review, surveys of various western state DOTs and interaction with the Utah Department of Transportation (UDOT). A flip chart and installation video were developed for segmental lining as part of this study, with the majority of effort coming from UDOT personnel. Table 1 at the end of the report summarizes the main disadvantages, advantages, and limitations for each culvert relining method. KW - Burial depth KW - Cost effectiveness KW - Culverts KW - Cured in place pipe KW - End treatments KW - Fold and formed pipe KW - Installation KW - Literature reviews KW - Rehabilitation (Maintenance) KW - Relining KW - Repairing KW - Segmental lining KW - Surveys KW - Trenchless technology KW - Utah KW - Western States UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=27347 UR - http://www.udot.utah.gov/main/uconowner.gf?n=9732720543913757 UR - https://trid.trb.org/view/908587 ER - TY - RPRT AN - 01147426 AU - Rasmussen, Robert Otto AU - Whirledge, Robert P AU - Transtec Group, Incorporated AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Tire/Pavement and Environmental Traffic Noise Research Study Interim Report – 2007 Testing PY - 2009/06//Interim Report SP - 117p AB - This research study is being conducted in response to the Colorado Department of Transportation's (CDOT’s) interest in traffic noise in general, and the tire/pavement interaction in particular. Following a rigid set of testing protocols, data are being collected on highway traffic noise characteristics along with safety and durability aspects of the associated pavements. The overall goal of this research project is to develop and execute a comprehensive, long-term study to determine if a particular pavement surface type and/or texture can be successfully used in Colorado to help satisfy FHWA noise mitigation requirements. The study is needed to accomplish the following: Determine the noise generation/reduction characteristics of pavements as functions of pavement type, pavement texture, age, time, traffic loading, and distance away from the pavement; Determine a correlation between source measurements using on-board sound intensity (OBSI), and statistical passby (SPB) and time-averaged wayside measurements; and Accumulate information that can be used for validation and verification of the accuracy of the FHWA Traffic Noise Model (TNM) to use on future Colorado highway projects. The information included in this report highlights the second in a series of four measurements to be collected over a five-year period. While some of this information can be used immediately for decisions related to pavement design and specification, it is recommended that caution be exercised as the results from future testing will help further define the long-term acoustical durability of these pavement surfaces. KW - Colorado KW - Noise control KW - Pavements KW - Rolling contact KW - Surface course (Pavements) KW - Texture KW - Tire/pavement noise KW - Traffic noise KW - Traffic Noise Model KW - Validation UR - http://www.coloradodot.info/programs/research/pdfs/2009/qpr2.pdf/view UR - https://trid.trb.org/view/907692 ER - TY - RPRT AN - 01146770 AU - Gautreau, Gavin P AU - Bhandari, Pallavi AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Development of a Geotechnical Information Database PY - 2009/06//Final Report SP - 65p AB - The purpose of this project was to create a database for existing, current, and future geotechnical records and data. The project originated from the Geotechnical Design Section at the Louisiana Department of Transportation and Development (LADOTD) and their need to review historical geotechnical data prior to new design decisions. The database could benefit the Department by reducing or eliminating the need and time necessary to conduct new soil borings and test their samples. The database would also serve as a valuable reference resource to the design and other sections. Initially researchers believed the project would require its own computer server to store the vast amounts of data. Upon further review of existing LADOTD databases and storage capabilities, only an interface was necessary to access different existing databases. Content Manager, an Enterprise Document (Object) Management System, already used within the Department is key to the capture, storage, retrieval, and printing of online documents within the Department. The project created a Global Information System (GIS) with a user friendly interface and additional links to existing databases within (and outside) the Department to speed access times, compared to hardcopy searches, consolidating vast amounts of information into one online resource. The data will be accessed mainly by Headquarters’ Geotechnical Design Section but also by the Louisiana Transportation Research Center (LTRC) and district laboratory offices. This project has already benefited the design section. Specifically, the GIS Web site application has been implemented to “...enhance the Geotechnical Design Section’s ability to select proper boring depths. Additionally, the information attached to the database such as load test data, pile driving logs, and other activity logs will greatly improve the pile resistance prediction. The better pile length prediction may ultimately reduce the cost of foundation construction.” (Ching Tsai, LADOTD Geotechnical Design Section). KW - Databases KW - Design KW - Development KW - Geographic information systems KW - Geotechnical engineering KW - Websites (Information retrieval) UR - http://www.ltrc.lsu.edu/pdf/2009/fr_446.pdf UR - http://ntl.bts.gov/lib/31000/31400/31416/fr_446.pdf UR - https://trid.trb.org/view/906621 ER - TY - RPRT AN - 01146334 AU - Capecci, Steve AU - Krupa, Cathy AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Concept of Operations for Virtual Weigh Station PY - 2009/06//Final Report SP - 64p AB - This document describes the concept of operations (ConOps) for the virtual weigh station (VWS). The ConOps describes the goals, functions, key concepts, architecture, operational scenarios, operational policies, and impacts of virtual weigh stations. This ConOps will provide technical guidance to jurisdictions regarding their implementations of the virtual weigh station concept and will be a tool that can be used to plan roadside programs, support states’ funding requests, obtain buy-in from public and private stakeholders, and communicate information among State, Federal, and private sector parties. The document consists of six sections: 1. Section 1.0, Introduction – Provides the context for developing a concept of operations for the virtual weigh station. 2. Section 2.0, Current Situation – Reviews current roadside enforcement operations and existing virtual weigh station deployments. 3. Section 3.0, Motivation for Virtual Weigh Station – Describes the challenges and needs underlying states’ virtual weigh station deployments and the operations that will address the challenges. 4. Section 4.0, Concept of Operations – Presents the operational scenarios, information needs, and functionality associated with virtual weigh stations. 5. Section 5.0, Summary of Benefits and Costs – Relates the expected benefits and costs of deploying virtual weigh stations. 6. Section 6.0, Conclusions – Summarizes the enforcement improvements gained from virtual weigh stations, as well as limitations and next steps. KW - Automated enforcement KW - Commercial vehicles KW - Concept of operations KW - Highway operations KW - Size and weight regulations KW - Trucks KW - Virtual weigh stations KW - Weigh stations UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09051/virtual_weigh_stn.pdf UR - https://trid.trb.org/view/905619 ER - TY - RPRT AN - 01146324 AU - Krupa, Cathy AU - Capecci, Steve AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Truck Size and Weight Enforcement Technologies Implementation Plan PY - 2009/06//Final Report SP - 48p AB - The purpose of this Implementation Plan is to recommend strategies to encourage the deployment of roadside technologies to improve truck size and weight enforcement in the United States. The plan includes strategies that State practitioners can use to overcome typical challenges confronting the deployment of virtual weigh stations and other roadside enforcement operations (Section 3.0) and overall program support that FHWA needs to provide to jurisdictions looking to deploy virtual weigh stations and other operations (Section 4.0). The plan is the final deliverable in FHWA’s Truck Size and Weight Enforcement Technology project. The goal of the project was to encourage and facilitate states’ technology deployments as a means to improve the efficiency and effectiveness of roadside enforcement. The Implementation Plan includes a two-page “Reference Guide to Deploying Roadside Technologies” that summarizes the important steps that can be taken by states in order to incorporate new roadside technologies into their enforcement programs. States are encouraged to tailor or modify the guide to suit their particular circumstances and needs. KW - Automated enforcement KW - Plan implementation KW - Strategic planning KW - Technology KW - Trucks KW - Vehicle size KW - Vehicle weight KW - Virtual weigh stations KW - Weigh in motion UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09049/implementation_plan.pdf UR - https://trid.trb.org/view/905618 ER - TY - RPRT AN - 01145051 AU - Griffin, D M AU - Louisiana Tech University, Ruston AU - Louisiana Department of Transportation and Development AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Volume Balance and Toxicity Analysis of Highway Stormwater Discharge from Cross Lake Bridge PY - 2009/06//Final Report SP - 51p AB - The Cross Lake Bridge in Shreveport, Louisiana, spans Cross Lake that serves as the city’s water supply. Concern about accidents on the bridge contaminating the lake prompted the Louisiana Department of Transportation and Development (LADOTD) to construct a closed drainage system on the bridge to convey precipitation falling on the bridge deck to a concrete lined holding pond on the east side of the lake. Once there, bridge runoff is tested for oil and grease, pH, and lead before discharge to 12-mile bayou. This report describes the methodology and results of two studies dealing with runoff from the Cross Lake Bridge. The first examined the degree to which repairs to the Cross Lake Bridge’s closed drainage system were successful in capturing runoff from the bridge. An earlier study found that, because of leakage, only about one half of the precipitation falling on the bridge actually ended up in the holding pond. This is substantially less than would be expected from a catchment that is essentially impervious. To test the success of repairs to the drainage system, volume balances for 22 precipitation events were conducted by comparing the rainfall on the bridge to the subsequent flow into the pond. The ratio of the volume of runoff to the volume of precipitation was found to average 0.86, which when compared to values from the previous study as well as published values, suggested a successful repair of the drainage system. The second study examined the use of the Microtox toxicity analysis system manufactured by Azur Environmental for use as a screening tool to assess toxicity of the pond contents. Microtox protocols rely on measurement of light output from a specific strain of luminescent bacteria. Toxicity is indicated when light output from the bacteria decreases. Tests can be run in time periods ranging from 5 to 30 minutes. The standard endpoint of the tests occurs once light output has dropped 50 percent and is termed the EC50. Samples from the water column and sediment were collected and analyzed for toxicity using the basic test (liquid) and the basic solid phase test (sediment). KW - Cross Lake Bridge KW - Drainage KW - Runoff KW - Shreveport (Louisiana) KW - Toxicity KW - Volume KW - Water quality UR - http://www.ltrc.lsu.edu/pdf/2009/fr_447.pdf UR - http://ntl.bts.gov/lib/31000/31300/31381/fr_447.pdf UR - https://trid.trb.org/view/905230 ER - TY - RPRT AN - 01143751 AU - Goodin, Ginger D AU - Burris, Mark W AU - Dusza, Casey M AU - Ungemah, David H AU - Li, Jianling AU - Ardekani, Siamak A AU - Mattingly, Stephen P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - The Role of Preferential Treatment for Carpools in Managed Lanes PY - 2009/06//Technical Report SP - 150p AB - With the evolution of high-occupancy vehicle (HOV) facilities to managed lanes, and the increasing level of activity in the development of managed lanes in Texas and nationally, research and guidance defining the role of carpools in priced managed lanes is needed, especially a better understanding of the tradeoffs between carpool exemptions and other project objectives. Increasingly, project objectives reflect not only mobility concerns but funding deficiencies and the need to generate revenue. As a result, allowing exempt users such as carpools requires an evaluation of revenue impacts as well as mobility interests such as person movement, operations, and emissions. This study utilizes a state-of-the-practice review, a 4600-respondent survey of freeway users in Houston and Dallas, and simulation modeling of six alternative HOV scenarios at varying toll rates to identify the tradeoffs associated with carpool toll discounts in new managed lanes. KW - Carpools KW - Dallas (Texas) KW - Discount KW - Freeway operations KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - Houston (Texas) KW - Impact studies KW - Managed lanes KW - Mobility KW - Revenues KW - State of the practice KW - Surveys KW - Texas KW - Tolls UR - http://tti.tamu.edu/documents/0-5286-2.pdf UR - https://trid.trb.org/view/904161 ER - TY - RPRT AN - 01142475 AU - Simunovic, S AU - Bennett, R AU - Zisi, N AU - Southeastern Transportation Center AU - National Transportation Research Center, Incorporated AU - Federal Highway Administration TI - Enhanced Finite Element Analysis Crash Model of Tractor-Trailers: Website and User's Manual PY - 2009/06//Phase B SP - 52p AB - The United States Department of Transportation (USDOT) has established four major safety areas of concern for vehicle accidents most likely to cause injuries and fatalities: 1) lane change, 2) run-off-road, 3) rear-end clearance, and 4) intersections. This project focuses on technology developments to address run-off-road scenarios in which heavy trucks impact roadside barriers and other infrastructure elements. While much progress has been made over the past 15 years in analyzing the causes and effects of run-off-road accidents, much more information should be gathered, particularly for the heavy-vehicle mode of transportation. Selective computer analyses, together with limited field tests, are now being used to qualify roadside safety hardware. The objective of this project is to evaluate, enhance and validate computer models of a heavy vehicle (tractor-semitrailer combination) that will be used in the design, and evaluation of roadside safety hardware. The NTRCI Finite Element Crash Analysis Team of Battelle, Oak Ridge National Laboratory (ORNL) and the University of Tennessee in Knoxville (UTK) is continuing its efforts on enhancement and validation of the National Crash Analysis Center's (NCAC) Tractor-Trailer Finite Element Model (FEM) (V01B - BetaVersion) in a 3-yr program that started in 2007. KW - Crash causes KW - Crash injuries KW - Fatalities KW - Finite element method KW - Ran off road crashes KW - Tractor trailer combinations KW - Traffic crashes KW - Traffic safety KW - Trucking UR - http://www.ntrci.org/library/U01-Enhanced_Finite_Element_Analysis_Crash_Model_of_Tractor-Trailers__Website_and_Users_Manual-Phase_B_1247836602.pdf UR - https://trid.trb.org/view/902718 ER - TY - RPRT AN - 01142061 AU - Quiroga, Cesar AU - Li, Yingfeng AU - Koncz, Nicholas AU - Overman, John AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Analysis and Integration of Spatial Data for Transportation Planning PY - 2009/06//Technical Report SP - 120p AB - Transportation planning requires substantial amounts of data and cooperation among transportation planning agencies. Advances in computer technology and the increasing availability of geographic information systems (GIS) are giving transportation planners the ability to develop and use data with a much higher degree of efficiency. However, as information systems advance, the need to provide effective data integration/exchange protocols and procedures to reduce redundancy and data collection costs is becoming more important. Many factors influence the effectiveness of data exchange and data integration efforts, such as data compatibility, data access, data quality, completeness, metadata, hardware, software, and staff expertise. This research resulted in a catalog of spatial data sources available to transportation planning agencies in Texas. The work included a synthesis of current transportation planning practices in Texas with a focus on spatial data integration and exchange issues, meetings with transportation planning and data stakeholders, the development of a map of data sources, the development of a preliminary logical data model of spatial data entities, and a compilation of metadata documents for a sample of data sources. Developing the catalog of categories and subcategories for transportation planning spatial data was an iterative process that involved several rounds of data entity categorization; analysis of the resulting structure for inconsistencies, gaps, and redundancies; and subsequent changes to the data entity categorization scheme. In the end, the three-level grouping structure resulted in 7 categories, 63 subcategories, and 589 spatial data entities. The research also resulted in a prototype web-based map and metadata viewer called Transportation Planning GIS (TPGIS) Data Viewer. KW - Data analysis KW - Data integration KW - Data quality KW - Geographic information systems KW - Metadata KW - Transportation planning UR - http://ntl.bts.gov/lib/31000/31100/31103/0-5696-1.pdf UR - https://trid.trb.org/view/902417 ER - TY - RPRT AN - 01141689 AU - Choi, Seongcheol AU - Won, Moon C AU - Sudoi, Elias AU - Nasrazadani, Seifollah AU - University of Texas, Austin AU - Texas Tech University, Lubbock AU - University of North Texas, Denton AU - Texas Department of Transportation AU - Federal Highway Administration TI - Horizontal Cracking Mechanism in CRCP PY - 2009/06//Technical Report SP - 52p AB - The purpose of this study is to identify the mechanism of horizontal cracking in continuously reinforced concrete pavement (CRCP). To this end, a numerical model to predict the risk of horizontal cracking in CRCP was developed. Material properties and steel design were considered in the numerical analysis and their effects on the risk of horizontal cracking were investigated. Based on numerical analysis results, laboratory testing was also conducted in order to simulate the horizontal cracking in transverse crack interface in CRCP. A horizontal cracking frame was developed and the mechanism of horizontal cracking was experimentally investigated. Longitudinal steel plays a significant role in developing horizontal cracks in CRCP. Significant stress of concrete develops near longitudinal steel because of steel restraint. It indicates that the horizontal crack perpendicular to maximum stress of concrete can occur near the steel. The horizontal cracks initiate from the transverse crack interface and propagate along the longitudinal steel. The effects of rebar temperature at the concrete placement and the water-to-cement ratio on the concrete rebar bond strength were also investigated experimentally. KW - Bond strength (Materials) KW - Continuously reinforced concrete pavements KW - Horizontal cracking KW - Laboratory tests KW - Mathematical models KW - Pavement cracking KW - Properties of materials KW - Reinforcing bars KW - Reinforcing steel KW - Temperature KW - Transverse cracking KW - Water cement ratio UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5549_2.pdf UR - https://trid.trb.org/view/902280 ER - TY - RPRT AN - 01141680 AU - Asquith, William H AU - Roussel, Meghan C AU - U.S. Geological Survey AU - Texas Department of Transportation AU - Federal Highway Administration TI - Regression Equations for Estimation of Annual Peak-Streamflow Frequency for Undeveloped Watersheds in Texas Using an L-moment-Based, PRESS-Minimized, Residual-Adjusted Approach PY - 2009/06//Technical Report SP - 60p AB - Annual peak-streamflow frequency estimates are needed for flood-plain management; for objective assessment of flood risk; for cost-effective design of dams, levees, and other flood-control structures; and for design of roads, bridges, and culverts. Annual peak-streamflow frequency represents the peak streamflow for nine recurrence intervals of 2, 5, 10, 25, 50, 100, 200, 250, and 500 years. Common methods for estimation of peak-streamflow frequency for ungaged or unmonitored watersheds are regression equations for each recurrence interval developed for one or more regions; such regional equations are the subject of this report. The method is based on analysis of annual peak-streamflow data from U.S. Geological Survey streamflow-gaging stations (stations). Beginning in 2007, the U.S. Geological Survey, in cooperation with the Texas Department of Transportation and in partnership with Texas Tech University, began a 3-year investigation concerning the development of regional equations to estimate annual peak-streamflow frequency for undeveloped watersheds in Texas. The investigation focuses primarily on 638 stations with 8 or more years of data from undeveloped watersheds and other criteria. The general approach is explicitly limited to the use of L-moment statistics, which are used in conjunction with a technique of multi-linear regression referred to as PRESS minimization. The approach used to develop the regional equations, which was refined during the investigation, is referred to as the “L-moment-based, PRESS-minimized, residual-adjusted approach.” For the approach, seven unique distributions are fit to the sample L-moments of the data for each of 638 stations and trimmed means of the seven results of the distributions for each recurrence interval are used to define the station-specific, peak-streamflow frequency. As a first iteration of regression, nine weighted-least-squares, PRESS-minimized, multi-linear regression equations are computed using the watershed characteristics of drainage area, dimensionless main-channel slope, and mean annual precipitation. The residuals of the nine equations are spatially mapped, and residuals for the 10-year recurrence interval are selected for generalization to 1-degree latitude and longitude quadrangles. The generalized residual is referred to as the OmegaEM parameter and represents a generalized terrain and climate index that expresses peak-streamflow potential not otherwise represented in the three watershed characteristics. The OmegaEM parameter was assigned to each station, and using OmegaEM, nine additional regression equations are computed. Because of favorable diagnostics, the OmegaEM equations are expected to be generally reliable estimators of peak-streamflow frequency for undeveloped and ungaged stream locations in Texas. The mean residual standard error, adjusted R-squared, and percentage reduction of PRESS by use of OmegaEM are 0.30 log10, 0.86, and −21 percent, respectively. Inclusion of the OmegaEM parameter provides a substantial reduction in the PRESS statistic of the regression equations and removes considerable spatial dependency in regression residuals. Although the OmegaEM parameter requires interpretation on the part of analysts and the potential exists that different analysts could estimate different values for a given watershed, the authors suggest that typical uncertainty in the OmegaEM estimate might be about ±0.10 log10. Finally, given the two ensembles of equations reported herein and those in previous reports, hydrologic design engineers and other analysts have several different methods, which represent different analytical tracks, to make comparisons of peak-streamflow frequency estimates for ungaged watersheds in the study area. KW - Equations KW - Estimating KW - Flood plains KW - Hydrologic engineering KW - Peak discharge KW - Regression analysis KW - Streamflow KW - Texas KW - Watersheds UR - http://pubs.usgs.gov/sir/2009/5087/pdf/sir2009-5087.pdf UR - https://trid.trb.org/view/902143 ER - TY - RPRT AN - 01141678 AU - Thompson, David B AU - Cleveland, Theodore G AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Subdivision of Texas Watersheds for Hydrologic Modeling PY - 2009/06//Final Report SP - 99p AB - The purpose of this report is to present a set of findings and examples for subdivision of watersheds for hydrologic modeling. Three approaches were used to examine the impact of watershed subdivision on modeled hydrologic response: (1) An equal-area approach, (2) an ad-hoc approach wherein subdivisions were created at locations based on engineering judgment, and (3) a distributed-modeling approach. The three methods were implemented by different individuals with varied hydrologic experience, using their professional judgment under the direction of project researchers. Technology included Natural Resources Conservation Service (NRCS) curve number method for runoff volume, a variety of runoff-transformation methods, and use of measured rainfall-runoff responses. In general, subdivision had little or no impact on runoff volume. Estimates of peak discharge from study watersheds showed modest improvement in accuracy, but none beyond about 5-7 subdivisions. Time to peak estimates tended to degrade with subdivision, most likely because hydrologic routing introduced additional parameters requiring estimates. The distributed-modeling approach was extremely difficult to apply. In general, subdivision of watersheds is beneficial primarily when flow rates at locations internal to the watershed are required. The improvement in implied accuracy does not generally justify the subdivision process. KW - Hydrologic models KW - Hydrology KW - Peak discharge KW - Runoff KW - Texas KW - Watersheds UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-5822.pdf UR - http://ntl.bts.gov/lib/31000/31200/31298/0-5822.pdf UR - https://trid.trb.org/view/902187 ER - TY - RPRT AN - 01140743 AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) AU - National Cooperative Highway Research Program TI - Swiss Heavy Goods Vehicle Control Centers: A Closer Look at Facility Characteristics and Supporting Technologies PY - 2009/06 SP - 30p AB - Switzerland has incorporated the use of technology as part of an efficient and effective approach to simultaneously measuring commercial motor vehicle size and weight at off-route stationary enforcement locations [i.e., heavy goods vehicle (HGV) control centers]. Potentially oversize or overweight vehicles—based on technology-based preselection procedures using weigh-in-motion (WIM) and/or overheight detection systems or enforcement personnel assessment—are directed into the facility for additional measurements. Once inside the facility, vehicles are required to drive under gantries where a vehicle profiler system captures the vehicle’s length, width, and height measurements and onto a static weigh bridge instrumented with several load cell scales that provides simultaneous axle and gross vehicle weight measurements. Size- and weight-related citations are generated automatically onsite for issuance to the driver and submission to the appropriate judiciary body. The vehicle may also be subject to a more rigorous safety inspection, if the facility is designed and equipped to perform such inspections. In February 2008, representatives of the Swiss Federal Roads Program (FEDRO) and the Uri Cantonal Police traveled to the United States and participated in a 1-day workshop in Glendale, AZ, where they described the use of automated size and weight measurement tools at Swiss enforcement sites. The two Swiss representatives next traveled to Washington, DC, where they made presentations to Federal and State officials and members of the American Association of State Highway and Transportation Officials Subcommittee on Highway Transport. The U.S. presentations on the Swiss HGV control centers made in February 2008 continue to generate interest among U.S. commercial vehicle enforcement officials. To move the highway community from this expressed interest level to actual plans for deployment, this document provides additional detailed information on facility characteristics and supporting technologies. Specifically, this document describes the following: Intended facility functions (e.g., size or weight enforcement, safety inspections); Facility characteristics; Vehicle access, routing, and storage (e.g., out-of-service vehicle parking); Buildings and structures (e.g., administrative offices, covered inspection areas); Physical space requirements; Environmental considerations; Supporting technologies, including hardware and software components; and Associated facility cost. KW - Commercial vehicles KW - Computers KW - Costs KW - Environmental impacts KW - Floor space KW - Inspection equipment KW - Law enforcement KW - Overheight vehicles KW - Size and weight regulations KW - Software KW - Structures KW - Switzerland KW - Trucks KW - Vehicle safety inspections KW - Weigh in motion KW - Weigh stations UR - http://international.fhwa.dot.gov/pubs/swiss/summary.pdf UR - https://trid.trb.org/view/901083 ER - TY - RPRT AN - 01140737 AU - Walton, Jennifer R AU - Agent, Kenneth R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Best Management Practices to Exchange Information Between the TOC and District Offices PY - 2009/06//Final Report SP - 46p AB - The objective of this study was to develop best management practices for exchange of information between the Transportation Operations Center (TOC) and the district offices and regional traffic management centers. Data collected for this study included: meetings with the Study Advisory Committee and key personnel within the Kentucky Transportation Cabinet at the central office and highway district offices; a literature review; a state website review; and telephone interviews with representatives from a few states. Recommendations were made in the following general areas: use of Condition Acquisition and Reporting System (CARS)/511; communication between the TOC and district offices; SAFE patrol; ITS equipment; public information; incident management; detours; weather/snow & ice; coordination with regional traffic management centers; documenting complaints; and website design. KW - 511 (National Travel Information Number) KW - Best practices KW - Communication KW - Condition Acquisition and Reporting System KW - Detours KW - Districts and authorities KW - Incident management KW - Information exchange KW - Intelligent transportation systems KW - Traffic control centers KW - Traveler information and communication systems KW - Weather conditions UR - http://www.ktc.uky.edu/files/2012/06/KTC_09_12_SPR_382_09_1F.pdf UR - https://trid.trb.org/view/901076 ER - TY - RPRT AN - 01140733 AU - Wallace, Candice Y AU - Walton, Jennifer R AU - Crabtree, Joseph Dale AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Best Practices for Providing Traveler Information to Motorists at Rest Areas and Welcome Centers PY - 2009/06//Final Report SP - 45p AB - The objective of this study was to look at what Kentucky and other states are doing to provide wireless Internet connectivity (i.e., Wi-Fi service) for motorists at rest areas, weigh stations, and truck rest havens, and to identify technologies and best practices that may have applicability to Kentucky. A secondary objective was to look at the use of kiosks to provide traveler information in rest areas and welcome centers. Information was gathered through a literature review, Internet searches, and telephone interviews with public officials in numerous states. The study identified 18 states that are providing (or have provided) Wi-Fi service to travelers at rest areas and/or welcome centers. Four states were identified for case studies on the use of Wi-Fi. With regard to the use of kiosks, six states were selected for case studies. Based on the information gathered and analysis of the case studies, conclusions and recommendations for Kentucky were developed and presented. KW - Best practices KW - Case studies KW - IEEE 802.11 (Standard) KW - Internet KW - Kentucky KW - Kiosks KW - Recommendations KW - Roadside rest areas KW - Traveler information and communication systems UR - http://www.ktc.uky.edu/files/2012/06/KTC_09_13_SPR_387_08_1F.pdf UR - https://trid.trb.org/view/901077 ER - TY - RPRT AN - 01140459 AU - Sebesta, Stephen AU - Liu, Wenting AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Pave-IR Operator's Manual Version 1.3 PY - 2009/06//Product SP - 32p AB - This product updates the prior user’s manual for Pave-IR to reflect changes in hardware and software made to accommodate collection of Global Positioning System (GPS) data simultaneously during the collection of thermal profiles. The current Pave-IR system described in this manual attaches to the paver and collects and displays the thermal profile of the hot-mix construction operation in real time as the paving train progresses. The system also records the GPS coordinates of each temperature scan, so that the limits of the profile and the location of anomalous areas can be reliably documented. KW - Data collection KW - Global Positioning System KW - Hot mix asphalt KW - Infrared imagery KW - Manuals KW - Operators (Persons) KW - Pave-IR KW - Paving KW - Quality control KW - Thermal imaging UR - http://tti.tamu.edu/documents/5-4577-03-P1.pdf UR - http://ntl.bts.gov/lib/31000/31100/31107/5-4577-03-P1.pdf UR - https://trid.trb.org/view/900830 ER - TY - RPRT AN - 01140457 AU - Wang, Jyh-Hone AU - Song, Miao AU - University of Rhode Island, Kingston AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - Studying the Vehicle Headway Issue and Its Impact On the Slow-Down Effect PY - 2009/06//Final Report SP - 54p AB - Tailgating is a dangerous driving behavior and is a major cause of rear-ended crashes. Finding effective means to help drivers maintain proper vehicle headways and to warn and discourage tailgating behavior is thus of utmost importance to traffic management authorities. This project presented a human-factors study, consisting of a vehicle headway analysis and a questionnaire survey, which was aimed to identify the causes of tailgating and to find effective means for tailgating treatments. In the vehicle headway analysis, vehicle headways on specific segments of major highways in Rhode Island were examined. With tailgating phenomenon confirmed from the analysis, the study next searched means to mitigate tailgating behavior. A questionnaire survey was conducted to find the leading causes of tailgating. Drivers’ preferences on several tailgating treatments were surveyed. The results of the survey indicated that the majority considered “tailgating” a serious offense. Most of them, however, did not know what the proper vehicle headway was when driving on highways. Among the few different tailgating treatments, most preferred the one where equal-distanced horizontal bars were used as reference markings. They also indicated that properly designed dynamic message signs and fixed signs using both graphics and words could help them better understand the proposed tailgating treatment systems. KW - Graphics KW - Headways KW - Highway traffic control KW - Human factors KW - Messages (Communications) KW - Questionnaires KW - Rear end crashes KW - Rhode Island KW - Road markings KW - Surveys KW - Tailgating KW - Traffic signs KW - Variable message signs UR - http://www.uritc.org/media/finalreportspdf/0001852.pdf UR - https://trid.trb.org/view/900828 ER - TY - RPRT AN - 01140447 AU - Persad, Khali R AU - Walton, C Michael AU - Franco, Patricia AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Financing Tools for Rural and Small Urban Area Projects PY - 2009/06//Technical Report SP - 156p AB - This research examined financing tools that are applicable to rural and small urban area projects undertaken by the Texas Department of Transportation. It documents district experience with some of these tools and lessons learned. Pass-Through Tolling Agreements (PTA) have been popular recently, so case studies of their use in Texas were examined in detail. It was found that districts lack planning tools to conduct proper cost and benefit analyses for partnership projects. KW - Benefit cost analysis KW - Fees KW - Financing KW - Pass-through tolling agreements KW - Public private partnerships KW - Rural areas KW - Small cities KW - Taxes KW - Texas Department of Transportation KW - Tolls KW - Transportation projects UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6034_1.pdf UR - https://trid.trb.org/view/900761 ER - TY - RPRT AN - 01140000 AU - Rosenblad, Brent AU - Washer, Glenn AU - Goetz, Ryan AU - Iowa State University, Ames AU - Federal Highway Administration AU - Midwest Transportation Consortium TI - Bridge Deck Integrity Measurements for Asset Management PY - 2009/06//Final Report SP - 43p AB - This project investigated the application and implementation of stress-wave–based methods for assessing the integrity of concrete bridge decks. The ultimate objective is to develop reliable and economical non-destructive evaluation (NDE) techniques that evaluate the condition of concrete bridge decks in the field with limited traffic disruption. Experimental and theoretical studies were conducted on guided stress waves (Lamb waves) in concrete plates. Field measurements were performed on a full-scale concrete bridge deck located at the Remote Testing Facility (RTF) at the University of Missouri, Columbia. Measurements were performed using a variety of sensor and source orientations, including the placement of sensors on the opposite side of the concrete deck from the source. Energy was excited using vertically and horizontally oriented broadband source impacts. Dispersion curves were successfully developed from a single-sensor, multi-impact approach and a frequency-wavenumber transformation procedure. The dispersion curves that were developed demonstrated the ability to detect and separate multiple Lamb wave modes that could be used to infer the thickness and Rayleigh wave velocity of the concrete deck. A second series of field experiments was performed on a concrete element containing simulated defects at several depths. The implementation of the approach described above proved ineffective for clearly detecting the presence and depth of the flaws. Additional measurements of Lamb waves propagating past the subsurface defects demonstrated the potential to identify the presence and depth of flaws based on changes in the frequency content of the wave. These measurements have provided valuable insight into potential means to implement stress-wave measurements for defect detection in bridge decks. KW - Asset management KW - Bridge decks KW - Concrete KW - Measurement KW - Nondestructive tests KW - Stress waves UR - http://www.intrans.iastate.edu/reports/BridgeDeckIntegrity.pdf UR - https://trid.trb.org/view/899346 ER - TY - RPRT AN - 01139969 AU - Ala, Nima AU - Stanigzai, Mohammad Ajmal AU - Azizinamini, Atorod AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Development of Field Data for Effective Implementation of Mechanistic Empirical Pavement Design PY - 2009/06//Final Report SP - 197p AB - This report provides a summary of the work that was carried out to assess the merits of the Mechanistic Empirical Design approach and attempts to calibrate the procedure for application in Nebraska. This project consisted of two parts. First a parametric study was carried out to identify the parameters that are important and level of sophistication that is needed at the input level. It was concluded that there is a need for collecting field data, before making a final conclusion on effectiveness of the new methodology for application in Nebraska. The next step was to develop a field instrumentation plan and start collecting data and then continue with the calibration process. KW - Data collection KW - Field studies KW - Mechanistic design KW - Mechanistic-empirical pavement design KW - Nebraska KW - Pavement design UR - http://www.ne-ltap.unl.edu/ndor/field_data_for_empirical_design.zip UR - http://www.nlc.state.ne.us/epubs/R6000/B016.0138-2009.pdf UR - https://trid.trb.org/view/899855 ER - TY - RPRT AN - 01139964 AU - Henault, John W AU - Kilpatrick, David J AU - Connecticut Department of Transportation AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Evaluation of a Cold In-Place Recycled Rehabilitation Treatment PY - 2009/06//Final Report SP - 123p AB - In 1998, a state highway with fewer than 5,000 vehicles per day of traffic received a three-inch cold in-place recycled (CIR) base treatment to rehabilitate the pavement, which had developed extensive reflective cracking in a previous overlay. The CIR treatment was followed by a two-inch overlay to complete the preservation project. Adjacent pavement on this highway received a conventional HMA overlay, and served as the experimental control for this research. This report presents results of an evaluation of the CIR treatment after ten years of service under light traffic. It includes results of testing of drilled cores and manual distress surveys. It also includes a state-of-the-art SPSS(trademark) statistical analysis of data collected by ConnDOT's Photolog personnel. These data include rut depths determined from full-width and partial-width transverse profiling equipment, international roughness index (IRI) values, and WiseCrax pavement distress values. The WiseCrax analysis shows that the CIR treatment was an effective preservation technique that mitigated reflective cracking, as a 65% reduction in pavement cracking was observed for the CIR versus the control pavement. The density of drilled cores taken from the CIR base ranged from 80% to 90% of the maximum theoretical density (MTD). Accordingly, rutting is a concern when using a CIR treatment. Overall, rut depths were 10% less severe for the CIR rehabilitated pavement than for the control pavement; however, where longitudinal joints were located in the wheel path, CIR treated pavement rut depths were 83% more severe than control pavement rut depths. Also, CIR pavement rut depths were 60% to 183% more severe on uphill grades >=4% than downhill grades >=4%. IRI values were comparable between the CIR pavement and the control. As a result of this research ConnDOT has established a goal to select four new construction projects, one from each District on low volume roadways, to receive CIR treatment of the base. The Department's Pavement Management section will determine which pavements are most suitable for this application, following the 2005 guidelines developed by the pavement preservation work group. KW - Base course (Pavements) KW - Bituminous overlays KW - Cold in-place recycling KW - Cracking KW - Depth KW - Pavement maintenance KW - Reflective cracking KW - Rehabilitation (Maintenance) KW - Ruts (Pavements) UR - http://docs.trb.org/01139964.pdf UR - https://trid.trb.org/view/899488 ER - TY - RPRT AN - 01139958 AU - Rajagopal, Arudi AU - Infrastructure Management and Engineering, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Automated Laboratory Testing Methods for Specific Gravity and Absorption: Verified to Match the Current Test Methods PY - 2009/06//Final Report SP - 82p AB - Twenty six coarse aggregate (12 gravel, 10 lime stone, 4 slag) and nine fine aggregate (4 lime stone, 3 natural sand, 2 slag sand) materials were collected from various sources in Ohio. Specific gravity and water absorption of the coarse aggregate samples were determined using CoreLok and ASTM C 127 procedures while testing of fine aggregate samples involved CoreLok, SSDetect and ASTM C 128 procedures. All the tests were performed in a single laboratory and by the same technician. The primary intent of the study was to investigate the ability of CoreLok and SSDetect to obtain faster results while, at the same time, improving the accuracy of results. The results led to the following conclusions: (1) Coarse Aggregates: CoreLok bulk specific gravity (Gsb) values are up to 8% higher than the ASTM C127 Gsb values. The difference between the corresponding apparent specific gravity (Gsa) values vary from 0 to 12%. The CoreLok absorption values are 1 to 81% lower except for two slag samples. These differences are statistically significant at 95% confidence interval. (2) Fine Aggregates: The SSDetect Gsb results closely follow the ASTM C 128 values. CoreLok Gsb values are moderately higher than ASTM and SSDetect for natural sand, but lower for slag. Gsa results of all the three test procedures follow each other closely. These differences are not statistically significant. The difference in absorption values between CoreLok and ASTM C 128 procedure ranges from 1.5% to 243.7%. In case of SSDetect vs. ASTM, this difference is 0.9% to 124.2%. (3) An in-depth absorption study of coarse aggregates using CoreLok highlighted some inconsistencies in the procedure. The principal recommendation of the study for the Ohio Department of Transportation is to continue specific gravity and absorption tests of coarse and fine aggregates using the traditional ASTM procedures. KW - Absorption KW - Coarse aggregates KW - Fine aggregates KW - Laboratory tests KW - Specific gravity KW - Test procedures UR - http://worldcat.org/arcviewer/2/OHI/2010/01/06/H1262791041861/viewer/file1.pdf UR - http://ntl.bts.gov/lib/55000/55800/55850/FHWA-OH-2009-3.PDF UR - http://ntl.bts.gov/lib/55000/55800/55851/FHWA-OH-2009-3_EXEC_SUMMARY.PDF UR - https://trid.trb.org/view/899830 ER - TY - RPRT AN - 01139588 AU - Anderson, Keith W AU - Uhlmeyer, Jeffrey S AU - Williams, Kurt AU - Russell, Mark A AU - Weston, Jim AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Evaluation of Portland Cement Concrete Pavement With High Slag Content Cement PY - 2009/06//Post-Construction and Performance Report SP - 36p AB - The performance of a section of concrete pavement built with 30% Ground Granulated Blast Furnace Slag (GGBFS) is compared to a control section of concrete pavement built with 25% GGBFS to determine if the higher slag content pavement is more resistant to wear from studded tires. This report details the construction of the pavement, construction quality control tests, and initial base line wear, friction, and smoothness results. KW - Concrete pavements KW - Friction KW - Granulated slag KW - Pavement performance KW - Paving KW - Quality control KW - Slag KW - Smoothness KW - Studded tires KW - Wear UR - http://www.wsdot.wa.gov/research/reports/fullreports/728.1.pdf UR - https://trid.trb.org/view/900375 ER - TY - RPRT AN - 01139586 AU - Badger, Thomas C AU - Fish, Marc AU - Lowell, Steve AU - Allen, Tony M AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Use of Ring Nets for Slope Protection for Rockfall: End-of-Construction Report: SR 28 Rock Island Experimental Feature Study PY - 2009/06//End-of-Construction Report SP - 67p AB - The Washington State Department of Transportation (WSDOT) has used double-twisted hexagonal wire mesh and wire rope cable nets for several decades as slope protection to control rockfall initiating from slopes along state highways. Double-twisted hexagonal wire mesh has generally been applied to slopes with rock blocks less than 2 ft in size, while wire rope cable nets have been employed where larger blocks, typically up to 4-5 ft, are expected. In recent years, ring nets have been increasingly used for slope protection (drapery), mostly outside North America, to control large-sized rockfall. Because of the reported high strength of ring nets and the need to examine cost-competitive alternatives to cable nets, WSDOT proposed to evaluate ring nets for slope protection on a Federally-funded rockfall mitigation project. As outlined in the work plan submitted to FHWA, the study includes an evaluation of the ring net installation and an annual assessment of the performance for a 5-year period. This end-of-construction report documents the installation of the ring nets. KW - Installation KW - Performance KW - Ring nets KW - Rock slopes KW - Rockfall protection systems KW - Rockfalls KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/729.1.pdf UR - http://ntl.bts.gov/lib/56000/56100/56176/WA-RD-729.1.PDF UR - https://trid.trb.org/view/900376 ER - TY - RPRT AN - 01139510 AU - Turnage, Robert S AU - Baber, Thomas T AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Field Testing of the Wolf Creek Curved Girder Bridge: Part I: Vibration Tests PY - 2009/06//Final Contract Report SP - 69p AB - The Wolf Creek Bridge is a curved, multi-girder three span steel composite bridge located south of Narrows, Virginia, that was completed in 2006. A finite element model of the bridge revealed that pier flexibility may be important in modeling the bridge. In addition, questions have been raised as to the effectiveness of the C15x33 diaphragms in providing lateral transfer of loads between members. This study was conducted as Phase I of a project for which the overall goal was to use field testing to obtain a better understanding of the behavior of multi-span curved girder bridges. An array of vertically oriented accelerometers was located along the inner and outer edges of the bridge, along with radially oriented accelerometers along the outer edge, a tangentially oriented accelerometer on the outer edge, and an additional vertical accelerometer placed in the middle of the center span. Dynamic response data were collected under a variety of excitations, including sinusoidal forcing induced by an electro-dynamic shaker, impulse loadings at various locations, and several different vehicular loads. The dynamic data were transformed into the frequency domain and analyzed using a simple frequency domain algorithm to extract vibration frequencies and mode shapes. The resulting frequencies and mode shapes were compared with the existing finite element model. The findings indicated that not only is pier flexibility important, as had been hypothesized, but also that end constraints imposed by highway guardrails change both the natural frequencies and the mode shapes in ways that had not been anticipated. Frequencies of modes with strong pier participation and modes with strong transverse (hogging) components were lower than predicted by the computer model, suggesting that pier stiffness may be less than the model predicted and that transverse stiffness, to which the diaphragms contribute, may also be estimated. Implications of this study could have a significant effect on future health monitoring applications as they pertain to both curved and straight girder bridges. It is essential that finite element models in such long-term applications be able to reproduce the “as-built” response characteristics of a bridge. The current study raised significant issues about the ability to model the behavior of curved girder bridges correctly. Thus, it will be important to perform subsequent numerical research studies to develop models that will result in more precise predictions and to use these and other methods being developed in any health monitoring applications. KW - Accelerometers KW - Bridge piers KW - Computer models KW - Curved bridges KW - Dynamic response (Structures) KW - Field tests KW - Finite element method KW - Flexibility KW - Girder bridges KW - Narrows (Virginia) KW - Stiffness KW - Structural health monitoring KW - Vibration tests UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-cr13.pdf UR - http://ntl.bts.gov/lib/37000/37700/37782/09-cr13.pdf UR - https://trid.trb.org/view/899864 ER - TY - RPRT AN - 01139509 AU - Yu, Xiong AU - Beck, Randall AU - Case Western Reserve University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - The Performance and Economic Benefits of Thick Granular Base for Flexible Pavement Design in Ohio PY - 2009/06//Final Report SP - 103p AB - This project investigates the feasibility of using thick granular base for flexible pavement design in Ohio. The criteria considered include the performance criteria and life cycle economic analyses. The performance of different types of base layer design are compared using the Long Term Pavement Performance (LTPP) database. The focus is on the ability of achieving uniform dynamic deflections using Falling Weight Deflectometer (FWD) data. Based on FWD records from the LTPP database, the relative merits of different base type design are compared. The pavement performance is predicted using the "Mechanistic-Empirical Pavement Design Guide" (MEPDG) design software. A sensitivity study is conducted on the effects of granular base layer parameters on pavement performance. From the relative improvement in terms of pavement distress reduction, an optimal base layer thickness of 12 in. to 15 in. is identified. The use of thicker granular base (from the current 4 in. to 6 in. granular base currently used in Ohio to 12 in. thick granular base) is predicted to increase the pavement service life for around 30% using the criteria for common types of distresses. Life cycle analyses are conducted using a simplified model. The model indicates that for the typical Ohio flexible pavement sections, doubling the thickness of base layer, while causing higher initial construction cost, will result in life cycle cost savings. Thus performance predictions using the MEPDG and life cycle economic analyses support positively the use of granular base in flexible pavement design in Ohio. It is also found in this study that the climate model of the existing MEPDG design software does not adequately account for the regional climate conditions (such as freeze-thaw effects) effect on pavement performance. It is recommended to conduct further analyses of field performance data to validate the MEPDG model predictions. Finally, recommendations are provided on the specifications for screening the supply sources of granular materials for granular base construction. KW - Climate KW - Databases KW - Deflection KW - Falling weight deflectometers KW - Flexible pavements KW - Granular bases KW - Life cycle costing KW - Long-Term Pavement Performance Program KW - Mechanistic-Empirical Pavement Design Guide KW - Ohio KW - Pavement design KW - Pavement performance KW - Service life KW - Thickness UR - http://worldcat.org/arcviewer/2/OHI/2009/08/18/H1250610088170/viewer/file1.pdf UR - https://trid.trb.org/view/899889 ER - TY - RPRT AN - 01138759 AU - Briglia, Peter M AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - ITS Evaluation Framework — Phase 2 Continuation (2009): Seventeen Projects PY - 2009/06//Research Report SP - 106p 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. The evaluation approach was based on a questionnaire to investigate technical, management, and organizational lessons learned. The report includes 15 evaluation reports for 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 - Advanced traveler information systems KW - Evaluation and assessment KW - Intelligent transportation systems KW - Lessons learned KW - Projects KW - Questionnaires UR - http://www.wsdot.wa.gov/research/reports/fullreports/672.2.pdf UR - http://ntl.bts.gov/lib/56000/56100/56164/WA-672.2.PDF UR - https://trid.trb.org/view/898992 ER - TY - RPRT AN - 01138542 AU - Persaud, Bhagwant AU - Lyon, Craig AU - Eccles, Kimberly A AU - Lefler, Nancy X AU - Gross, Frank AU - Vanasse Hangen Brustlin, Incorporated AU - Persaud and Lyon, Incorporated AU - Federal Highway Administration TI - Safety Evaluation of Offset Improvements for Left-Turn Lanes PY - 2009/06 SP - 50p AB - The Federal Highway Administration (FHWA) organized a pooled fund study of 26 States to evaluate low-cost safety strategies as part of its strategic highway safety effort. One of the strategies chosen to be evaluated for this study was offset improvements for left-turn lanes. This strategy is intended to reduce the frequency of crashes by providing better visibility for drivers that are turning left. The safety effectiveness of this strategy has not been thoroughly documented, and this study is an attempt to provide an evaluation through scientifically rigorous procedures. Geometric, traffic, and crash data were obtained for 92 installations in Nebraska, 13 in Florida, 12 in Wisconsin, and for a number of untreated reference sites in each State. To account for potential selection bias and regression-to-the-mean, an Empirical Bayes (EB) before-after analysis was conducted to determine the safety effectiveness of improving the offset for left-turn lanes. There was a large difference in observed effects among the three States, which may be explained, in part, by the wide variation in offset improvements. Florida and Nebraska employed pavement marking adjustments or minor construction to improve the offset. While the offset was improved at each site, most improvements did not result in a positive offset. Wisconsin reconfigured left-turn lanes through major construction projects, resulting in significant positive offsets. Results in Florida and Nebraska showed little or no effect on total crashes. Wisconsin showed significant reductions in all crash types investigated—total (34%), injury (36%), left-turn (38%), and rear-end (32%). A disaggregate analysis was conducted for Nebraska, the only State with enough installations to disaggregate the results. The analysis revealed that the percent reduction in crashes increased as the expected number of crashes increased. An economic analysis was conducted to identify the level of expected crashes that would yield a crash benefit to justify the construction cost. Based on this analysis, offset improvement through reconstruction is cost-effective at intersections with at least nine expected crashes per year and where left-turn lanes are justified by traffic volume warrants. KW - Before and after studies KW - Benefit cost analysis KW - Cost effectiveness KW - Disaggregate analysis KW - Economic analysis KW - Empirical Bayes method KW - Florida KW - Highway safety KW - Improvements KW - Left turn lanes KW - Nebraska KW - Offset intersections KW - Offset left turn lanes KW - Sight distance KW - Wisconsin UR - http://www.fhwa.dot.gov/publications/research/safety/09035/index.cfm UR - http://ntl.bts.gov/lib/31000/31000/31090/FHWA-HRT-09-035.pdf UR - https://trid.trb.org/view/898931 ER - TY - RPRT AN - 01138538 AU - Gross, Frank AU - Persaud, Bhagwant AU - Piesse, Andrea AU - Lefler, Nancy X AU - Eccles, Kimberly A AU - Jenness, James AU - Vanasse Hangen Brustlin, Incorporated AU - Federal Highway Administration TI - Safety Evaluation of Advance Street Name Signs PY - 2009/06 SP - 66p AB - The Federal Highway Administration (FHWA) organized a pooled fund study of 26 States to evaluate low-cost safety strategies as part of its strategic highway safety effort. The objective of the pooled fund study was to estimate the safety effectiveness for several of the unproven, low-cost safety strategies identified in the National Cooperative Highway Research Program (NCHRP) 500 Series reports through scientifically rigorous crash-based studies. One of the strategies chosen to be evaluated for this study was advance street name signs at signalized intersections. This strategy is intended to reduce the frequency of older driver crashes and crashes related to way-finding (i.e., rear-end and sideswipe crashes) at signalized intersections. Geometric, traffic, and crash data were obtained at signalized intersections for 82 sites in Arizona, 65 sites in Massachusetts, and 46 sites in Wisconsin. To account for potential selection bias and regression-to-the-mean, an Empirical Bayes before-after analysis was conducted to determine the safety effectiveness of installing advance street name signs. Based on the aggregate analysis, sideswipe crashes were the only crash type that changed significantly, which was a 27% reduction in Massachusetts and a 10% reduction for the three States combined. While results showed an insignificant reduction for total crashes in Massachusetts and Wisconsin, there was an insignificant increase in total crashes in Arizona. For the three States combined, there was a statistically insignificant reduction in total crashes (1.6%). The disaggregate analysis indicated that advance street name signs may be more effective on the major road at three-legged intersections as well as those locations with a relatively large average annual daily traffic (AADT) or a large expected number of crashes. Also, additional signs (i.e., two or more per approach) were shown to be more effective than just one advance sign. Based on conservative cost estimates, a reduction of just 0.01 crashes per intersection-year would achieve a 2:1 benefit-cost ratio. Given the very low cost of this strategy and the potential to enhance way-finding, the use of advance street name signs is justified, particularly at three-legged intersections and locations with a relatively large AADT or a large expected number of crashes. KW - Advance street name signs KW - Aged drivers KW - Annual average daily traffic KW - Arizona KW - Before and after studies KW - Benefit cost analysis KW - Empirical Bayes method KW - Highway safety KW - Improvements KW - Massachusetts KW - Rear end crashes KW - Side crashes KW - Signalized intersections KW - Three leg intersections KW - Traffic signs KW - Wayfinding KW - Wisconsin UR - http://www.fhwa.dot.gov/publications/research/safety/09029/index.cfm UR - http://ntl.bts.gov/lib/31000/31000/31091/FHWA-HRT-09-029.pdf UR - https://trid.trb.org/view/898925 ER - TY - SER AN - 01137610 JO - TechBrief PB - Federal Highway Administration TI - Safety Evaluation of Advance Street Name Signs PY - 2009/06 IS - FHWA-HRT-09-030 SP - 8p AB - This document is a technical summary of the Federal Highway Administration (FHWA) report, "Safety Evaluation of Advance Street Name Signs" (FHWA-HRT-09-029). The FHWA organized 26 States to participate in the FHWA Low-Cost Safety Improvements Pooled Fund Study as part of its strategic highway safety plan support effort. The purpose of the pooled fund study is to estimate the safety effectiveness for several of the unproven, low-cost safety strategies identified in the National Cooperative Highway Research Program (NCHRP) 500 Series reports. One of the strategies chosen to be evaluated for this study was advance street name signs at signalized intersections. This strategy is intended to reduce the frequency of older driver crashes and crashes related to way-finding (i.e., rear-end and sideswipe crashes) at signalized intersections. Advance street name signs have the potential to reduce way-finding crashes because they provide drivers with additional time to make necessary lane changes and route selection decisions. The safety effectiveness of this strategy has not been thoroughly documented; this study is an attempt to provide a crash-based evaluation through scientifically rigorous procedures. The general conclusion from this research is that advance street name signs have a minimal effect on the total number of crashes at signalized intersections. KW - Advance street name signs KW - Aged drivers KW - Highway safety KW - Improvements KW - Rear end crashes KW - Side crashes KW - Signalized intersections KW - Traffic signs KW - Wayfinding UR - http://www.fhwa.dot.gov/publications/research/safety/09030/index.cfm UR - http://ntl.bts.gov/lib/31000/31000/31048/FHWA-HRT-09-030.pdf UR - https://trid.trb.org/view/897753 ER - TY - SER AN - 01137608 JO - TechBrief PB - Federal Highway Administration TI - Safety Evaluation of Offset Improvements for Left-Turn Lanes PY - 2009/06 IS - FHWA-HRT-09-036 SP - 8p AB - This document is a technical summary of the Federal Highway Administration (FHWA) report, "Safety Evaluation of Offset Improvements for Left-Turn Lanes" (FHWA-HRT-09-035). The FHWA organized 26 States to participate in the FHWA Low Cost Safety Improvements Pooled Fund Study as part of its strategic highway safety plan support effort. The purpose of the pooled fund study is to estimate the safety effectiveness for several of the unproven low-cost safety strategies identified in the National Cooperative Highway Research Program (NCHRP) Report 500 Series. One of the strategies chosen to be evaluated for this study is offset improvements for left-turn lanes at signalized intersections. This strategy is intended to reduce the frequency of crashes by providing better visibility for drivers that are turning left. The safety effectiveness of this strategy has not been thoroughly documented, and this study is an attempt to provide a crash-based evaluation through scientifically rigorous procedures. The general conclusion from this research is that offset improvements for left-turn lanes that result in a positive offset have the potential to reduce crashes and crash severity at signalized intersections. KW - Highway safety KW - Improvements KW - Left turn lanes KW - Offset intersections KW - Offset left turn lanes KW - Sight distance UR - http://www.fhwa.dot.gov/publications/research/safety/09036/index.cfm UR - http://ntl.bts.gov/lib/31000/31000/31047/FHWA-HRT-09-036.pdf UR - https://trid.trb.org/view/897750 ER - TY - RPRT AN - 01137215 AU - Miller, Karen AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Columbia Terminal Railroad (COLT) Feasibility Analysis PY - 2009/06//Final Report SP - 26p AB - The Missouri Department of Transportation partnered with public agencies and a private company to determine expansion feasibility of intermodal freight movement through the Columbia Terminal Railroad (COLT) in Central Missouri. Businesses and shippers were surveyed to determine feasibility. Survey responses indicated over 450,000 twenty-foot equivalent units (TEUs) of freight are passing through Central Missouri annually. Those interested in containerization or transloading service out of Columbia total over 140,000 TEUs inbound and outbound annually. Over half of the survey respondents indicated interest in COLT services. Recommendations for implementation include marketing, business development, intermodal development and public/private partnership development. KW - Businesses KW - Columbia Terminal Railroad (Missouri) KW - Containerization KW - Feasibility analysis KW - Freight traffic KW - Intermodal services KW - Missouri KW - Missouri Department of Transportation KW - Public private partnerships KW - Service expansion KW - Shippers KW - Short line railroads KW - Surveys KW - Transloading UR - http://library.modot.mo.gov/RDT/reports/Rd09025/or09024.pdf UR - http://ntl.bts.gov/lib/30000/30900/30952/or09024.pdf UR - https://trid.trb.org/view/897497 ER - TY - RPRT AN - 01137208 AU - Mabey, Matthew A AU - Wirfs, Paul R AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Drainage Facility Management System PY - 2009/06//Final Report SP - 102p AB - This research project identified requirements for a drainage facility management system for the Oregon Department of Transportation. It also estimated the personnel resources needed to collect the inventory to populate such a system with data. A total of 213 data fields were identified and defined. A pilot data collection effort indicated that the time to gather and enter the information on one culvert was approximately 3 person-hours. Extrapolating the pilot project to the entire Oregon highway system indicates that there are between 23,000 and 25,000 culverts to be inventoried. Based in part on this research project, the drainage facility management system is under development and an inventory of all the culverts is underway. KW - Asset management KW - Culvert management systems KW - Culverts KW - Data collection KW - Drainage structures KW - Inventory KW - Oregon UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Drainage_Fac.pdf UR - https://trid.trb.org/view/896285 ER - TY - RPRT AN - 01137204 AU - Battaglia, Irene K AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Pavement Warranty Program in Wisconsin: 12-Year Evaluation PY - 2009/06//Final Report SP - 93p AB - The Wisconsin Department of Transportation (WisDOT) first used pavement warranties in 1995. The intent of this study was to compare performance and cost data for WisDOT pavements constructed under warranty and standard contracts to determine the cost effectiveness of the pavement warranty program. Warranted Type 1 pavements [hot mix asphalt (HMA) constructed over flexible base] performed better than non-warranted pavements, with lower median pavement distress index (PDI) and international roughness index (IRI) values after 12 years in service. No statistical difference was found in performance between Type 3 non-warranted and warranted pavements (HMA constructed over rigid base). These pavements performed at approximately the same level during the first 10 years in service, with relatively equal increases in PDI and IRI over that time. Non-warranted and warranted Type 8 (Portland cement concrete) pavements also performed at approximately equal levels during the analysis period. An analysis of total pavement costs showed that in recent construction seasons, warranted HMA pavements cost less than non-warranted HMA pavements. For PCC pavements, the cost analysis did not show a statistically significant difference between the two contracting types. Overall, the pavement warranty program is a cost-effective tool for WisDOT, as benefits in both pavement performance and cost have been noted. KW - Asphalt pavements KW - Concrete pavements KW - Cost effectiveness KW - International Roughness Index KW - Pavement Distress Index KW - Pavement performance KW - Paving KW - Road construction KW - Warranty KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/wi-03-09warranties.pdf UR - https://trid.trb.org/view/897504 ER - TY - RPRT AN - 01135879 AU - Vipulanandan, C AU - Bilgin, O AU - Guezo, Y Jeannot Ahossin AU - Vembu, Kalaiarasi AU - Erten, Mustafa Bahadir AU - University of Houston AU - Texas Department of Transportation AU - Federal Highway Administration TI - Prediction of Embankment Settlement over Soft Soils PY - 2009/06//Technical Report SP - 210p AB - The objective of this project was to review and verify the current design procedures used by the Texas Department of Transportation (TxDOT) to estimate the total and rate of consolidation settlement in embankments constructed on soft soils. Methods to improve the settlement predictions were identified and verified by monitoring the settlements in two highway embankments over a period of 20 months. Over 40 consolidation tests were performed to quantify the parameters that influenced the consolidation properties of the soft clay soils. Since there is a hysteresis loop during the unloading and reloading of the soft CH clays during the consolidation test, three recompression indices (Cr1, Cr2, Cr3) have been identified with a recommendation to use the recompression index Cr1 (based on stress level) to determine the settlement up to the preconsolidation pressure. Based on the laboratory tests and analyses of the results, the consolidation parameters for soft soils were all stress dependent. Hence, when selecting representative parameters for determining the total and rate of settlement, expected stress increases in the ground should be considered. Also the 1-D consolidation theory predicted continuous consolidation settlement in both of the embankments investigated. The predicted consolidation settlements were comparable to the consolidation settlement measured in the field. Constant Rate of Strain test can be used to determine the consolidation parameters of the soft clay soils. The effect of Active Zone must be considered in designing the edges of the embankments and the retaining walls. KW - Consolidation KW - Embankments KW - Mathematical prediction KW - Measurement KW - Settlement (Embankments) KW - Soft soils KW - Soil consolidation test UR - http://tti.tamu.edu/documents/0-5530-1.pdf UR - https://trid.trb.org/view/896201 ER - TY - RPRT AN - 01135874 AU - Gross, Frank AU - Jovanis, Paul P AU - Eccles, Kimberly A AU - Chen, Ko-Yu AU - Vanasse Hangen Brustlin, Incorporated AU - Pennsylvania State University, University Park AU - Federal Highway Administration TI - Safety Evaluation of Lane and Shoulder Width Combinations on Rural, Two-Lane, Undivided Roads PY - 2009/06//Final Report SP - 62p AB - The Federal Highway Administration (FHWA) organized a pooled fund study of 26 States to evaluate low-cost safety strategies as part of its strategic highway safety effort. The goal of this study is to evaluate the safety effectiveness of various lane-shoulder width configurations for fixed total paved widths as a countermeasure for roadway departure crashes. Where possible, crash modification factors (CMF) are provided for specific lane-shoulder configurations. The cost of this treatment is essentially zero because it involves only the location of pavement markings. A matched case-control analysis was applied to geometric, traffic, and crash data for road segments in Pennsylvania and Washington. In general, wider pavement widths 9.75–10.97 m (32–36 ft) are associated with fewer crashes than narrower paved widths 7.92–9.14 m (26–30 ft). For specific lane-shoulder configurations, there is a general safety benefit associated with wider lanes and narrower shoulders for a fixed pavement width. For 7.92- to 9.75-m (26- to 32-ft) total paved widths, a 3.66-m (12-ft) lane provides the optimal safety benefit; the CMF ranges from 0.94 to 0.97, indicating a 3–6 percent crash reduction for 3.66-m (12-ft) lanes compared with 3.05-m (10-ft) lanes. For a 10.36-m (34-ft) total paved width, 3.35-m (11-ft) lanes provide the optimal safety benefit; CMF was 0.78 compared with the 3.05-m (10-ft) baseline. For a 10.97-m (36-ft) total paved width, both 3.35-m and 3.66-m (11-ft and 12-ft) lanes provide the optimal safety benefit; CMF was 0.95 compared with the 3.05-m (10-ft) baseline. Based on the estimated safety effectiveness of this strategy, specific lane-shoulder configurations have the potential to reduce crashes cost effectively on rural, two-lane, undivided roads. However, limited sample sizes make it difficult to identify statistically significant differences between certain lane-shoulder configurations within a total paved width. KW - Crash modification factors KW - Highway safety KW - Lane width KW - Paved shoulders KW - Rural highways KW - Shoulder width KW - Traffic lanes KW - Two lane highways KW - Width UR - http://www.fhwa.dot.gov/publications/research/safety/09031/index.cfm UR - http://ntl.bts.gov/lib/31000/31000/31093/FHWA-HRT-09-031.pdf UR - https://trid.trb.org/view/896210 ER - TY - RPRT AN - 01135842 AU - Bullard, Sophie J AU - Cramer, Stephen AU - Covino, Bernard AU - National Energy Technology Laboratory AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Effectiveness of Cathodic Protection PY - 2009/06//Final Report SP - 27p AB - The report provides a summary of Oregon’s experience with cathodic protection of coastal reinforced concrete bridges. Thermal-sprayed anodes, foil anodes with a conductive adhesive, and carbon painted anodes are effective in distributing current to the steel reinforcement in concrete bridges. A resistive layer develops at the anode-concrete interface with increasing electrochemical age, thereby increasing anode polarization. In impressed current cathodic protection (ICCP) systems this is reflected in a higher circuit resistance. In sacrificial anode cathodic protection (SACP) systems it results in lower current output. Periodic wetting of the anode by rain, fog, and dew is an important factor in reducing anode polarization. Catalyzed thermal-sprayed titanium anodes under ICCP service develop no significant anode polarization with electrochemical age. They perform well in both low and high humidity environments, and exhibit stable long-term performance. Humectants based on LiNO3 and LiBr promote more effective performance of new and aged anodes in CP systems than untreated anodes. In SACP tests, LiBr was more effective than LiNO3. In accelerated ICCP, LiNO3 was more effective than LiBr. In SACP service, zinc hydrogel anodes produce a stable protection current sufficient to protect reinforcing bar from corrosion. There was practically no effect of changing moisture conditions on current production and no evidence of aging effects in an Oregon Department of Transportation field trial. KW - Anodes KW - Anodic polarization KW - Cathodic protection KW - Coasts KW - Electrochemistry KW - Humectants KW - Oregon KW - Reinforced concrete bridges KW - Sacrificial anodes KW - Titanium KW - Zinc UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Efft_Cathodic_Protect.pdf UR - https://trid.trb.org/view/896188 ER - TY - RPRT AN - 01134958 AU - Federal Highway Administration TI - SR-262, Montezuma Creek to Aneth : environmental impact statement PY - 2009/06//Volumes held: Draft, Final, Final Appendix KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/895708 ER - TY - RPRT AN - 01132446 AU - Miller, Ann B AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - A Survey of Early Virginia Road Stones: Sign Rocks, Milestones, and Related Objects PY - 2009/06//Final Report SP - 54p AB - A Virginia law of 1738 required that all crossroads be marked by posts of directions. Most of these signs were made of wood and have not survived. But some roads in Virginia featured more permanent forms of markers: directional signs and mileposts made of stone. This practice continued until the early 20th century, and a few late markers were rendered in concrete. Use of these markers died out around the 1920s, when standardized highway signs began to appear. A few early stone highway markers still survive in their original locations. Some stones were moved by well-intentioned individuals or groups attempting to preserve or protect the stones against real or perceived threats. Other stones were moved by souvenir hunters or by people seeking building or landscaping stone. Many more were lost because of intentional vandalism or simply because their significance was not recognized or appreciated. Research carried out by the Virginia Transportation Research Council identified more than 40 early road stones and related cultural resources. This report brings the survey data together in a single publication. The information in this volume will provide readily accessible information on the general history of this resource type, as well as data on the extant early road stones, milestones, and related objects in Virginia. Having this information available will benefit and facilitate cultural resource research relating to projects in the vicinity of these resources and will prevent project delays that might be caused by a lack of this information. Virginia Department of Transportation personnel and consultants will save numerous hours by having the information at hand. A very conservative estimate of the cost savings to the Virginia Department of Transportation in personnel time, avoided consultant costs, and avoided project delays is between $10,000 and $20,000 per year, or between $50,000 and $100,000 over a 5-year period. KW - Cultural resources KW - History KW - Mileposts KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-r14.pdf UR - http://ntl.bts.gov/lib/37000/37700/37770/09-r14.pdf UR - https://trid.trb.org/view/892790 ER - TY - RPRT AN - 01132437 AU - Campbell, John P AU - Solomon, Gerald L AU - Fawver, Gary C AU - Lorello, G Raymond AU - Mathis, Daniel M AU - Quiroga, Cesar AU - Rhinehart, Bimla AU - Ward, Bernard J AU - Zaharewicz, Jeffrey A AU - Zembillas, Nicholas M 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 - Streamlining and Integrating Right-of-Way and Utility Processes With Planning, Environmental, and Design Processes in Australia and Canada PY - 2009/06 SP - 84p AB - Many transportation projects require acquisition of land and accommodation of utility facilities in the right-of-way. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of Australia and Canada to learn about innovative practices for right-of-way and utility processes. The study complemented a 2000 study of European countries. The scan team identified nine priorities for U.S. implementation: promote incentive-based reimbursement for utility relocations, pursue corridor preservation strategies, use an alliance contract approach to integrate right-of-way acquisition and utility coordination, enhance cooperative relationships with property owners to facilitate timely property acquisition, develop geographic information system (GIS)-based right-of-way project and asset management systems, promote visualization techniques to communicate project impacts, promote use of multiple-level memorandum of understanding (MOU) structures, promote use of utility coordination best practices during construction, and develop a framework to establish proficiency of right-of-way and utility professionals. KW - Asset management KW - Australia KW - Best practices KW - Canada KW - Cooperation KW - Coordination KW - Corridor preservation KW - Innovation KW - Project management KW - Property acquisition KW - Public utilities KW - Right of way (Land) KW - Study tours KW - Utility relocation KW - Visualization UR - http://international.fhwa.dot.gov/pubs/pl09011/rowu_web.pdf UR - https://trid.trb.org/view/892177 ER - TY - RPRT AN - 01132436 AU - Miller, John S AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Socioeconomic and Travel Demand Forecasts for Virginia and Potential Policy Responses: A Report for VTrans2035: Virginia’s Statewide Multimodal Transportation Plan PY - 2009/06//Final Report SP - 100p AB - VTrans2035, Virginia’s statewide multimodal transportation plan, requires 25-year forecasts of socioeconomic and travel activity. Between 2010 and 2035, daily vehicle miles traveled (DVMT) will increase between 35% and 45%, accompanied by increases in population (28% to 36%), real household income (50%), employment (49%), transit trips (75%), and enplanements (104%). Of the 2.27 to 2.87 million additional Virginians forecast by 2035, most (1.72 to 2.34 million) will settle in one of four planning district commissions (PDCs). These PDCs, and their expected population increases, are George Washington Regional (0.25 to 0.28 million), Richmond Regional (0.33 to 0.41 million), Hampton Roads (0.31 to 0.41 million), and Northern Virginia (0.83 to 1.23 million). Virginia will likely see the number of people age 65 and over double from 1 million at present to 2 million in 2035. Four potential policy responses to these forecasts are given in this report: (1) encourage increased density at select urban locations to reduce CO2 emissions; (2) use cost-effectiveness as a criterion to select project-level alternatives for achieving a particular goal; (3) identify policy initiatives to serve increased demographic market segments, and (4) quantify the economic harm of general aviation airport closures. These policy responses are not the only ones feasible but were selected because they necessitate the interagency coordination that is the premise of VTrans2035. The first two policy responses demonstrate limited but real promise. The first may reduce DVMT by 1.1% to 6.4% of the baseline 2035 DVMT forecast, for a reduction of 1.507 million metric tons of CO2 annually. Yet DVMT is affected to a greater degree by factors over which decision makers exert less influence than with density. For example, the 2035 baseline DVMT decreases by 7% if an alternative population forecast is assumed; 10% to 65% if real household income remains relatively flat; and 49% to 82% if fuel costs increase to $10/gal by year 2035. Thus, the best estimates of travel activity are highly sensitive to underlying assumptions regarding economic conditions, and the report accordingly documents, for each desired forecast, a range of possible values. The analysis of the second policy response found that the cost-effectiveness of plausible alternatives in a hypothetical case study varied by a factor of 3. By extension, this finding suggests that an ability to choose project alternatives based solely on each alternative’s ability to meet a single goal or a limited number of goals—and without constraint by funding source (e.g., highway or transit, capital or operations)—can increase the cost-effectiveness of a project. The remaining two policy responses suggest that consideration of diverse alternatives, such as programs to help older persons continue driving, may be productive as suggested in some literature. Because the report does not contain the data necessary to evaluate the impacts of these programs, the report merely identifies such programs and demonstrates how they could be considered given the demographic changes forecast to occur between now and 2035. KW - Aged KW - Alternatives analysis KW - Carbon dioxide KW - Cost effectiveness KW - General aviation airports KW - Multimodal transportation KW - Population forecasting KW - Socioeconomic factors KW - Strategic planning KW - Traffic forecasting KW - Transportation planning KW - Transportation policy KW - Travel demand KW - Vehicle miles of travel KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-r16.pdf UR - http://ntl.bts.gov/lib/37000/37700/37769/09-r16.pdf UR - https://trid.trb.org/view/892791 ER - TY - RPRT AN - 01132424 AU - Crispino, Eric D AU - Cousins, Thomas E AU - Roberts-Wollmann, Carin L AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Anchorage Zone Design for Pretensioned Precast Bulb-T Bridge Girders in Virginia PY - 2009/06//Final Contract Report SP - 75p AB - Precast/prestressed concrete girders are commonly used in bridge construction in the United States. The application and diffusion of the prestress force in a pretensioned girder cause a vertical tension force to develop near the end of the beam. Field surveys of the beam ends of pretensioned bridge girders indicate that many of the precast bulb-T (PCBT) beams used in Virginia develop cracks within the anchorage zone region. The lengths and widths of these cracks range from acceptable to poor and in need of repair. Field observations also indicate deeper cross sections, very heavily prestressed sections, and girders with lightweight concrete tend to be most susceptible to crack formation. This research examined a new strut-and-tie based design approach to the anchorage zone design of the PCBT bridge girders used in Virginia. Case study girders surveyed during site visits were used to illustrate the nature of the problem and support the calibration of the strut-and-tie-based model. A parametric study was conducted using this proposed design model, and the results of this study were consolidated into anchorage zone design tables. The results of the parametric study were compared to the results obtained using existing anchorage zone design models, international bridge codes, and standard anchorage zone details used by other states. A set of new standard details was developed for the PCBT girders that incorporates elements of the new design approach and is compatible with the anchorage zone design aids. A 65-ft PCBT-53 girder was fabricated offsite and tested at the Virginia Tech Structures Lab to verify the new strut-and-tie-based design model. This girder contained anchorage zone details designed with the new model. The new anchorage zone details were successful at controlling the development of anchorage zone cracks. The new design approach is recommended for implementation by the Virginia Department of Transportation. KW - Bridge anchorages KW - Bridge design KW - Bulb T beams KW - Cracking KW - Design standards KW - Girders KW - Laboratory tests KW - Precast concrete KW - Prestressed concrete KW - Strut and tie method UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-cr15.pdf UR - http://ntl.bts.gov/lib/37000/37700/37772/09-cr15.pdf UR - https://trid.trb.org/view/892789 ER - TY - RPRT AN - 01131895 AU - Scullion, Tom AU - Zhou, Fujie AU - Walubita, Lubinda F AU - Sebesta, Stephen AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Design and Performance Evaluation of Very Thin Overlays in Texas PY - 2009/06//Technical Report SP - 80p AB - Very thin overlays 1-inch thick or less were placed as surface layers on five major highways in Texas. These mixes were designed in the laboratory to have a balance of good rut resistance as measured by the Texas Department of Transportation's (TxDOT’s) Hamburg Wheel Tracking test and good reflection cracking resistance as measured by the Texas Transportation Institute's (TTI’s) Overlay Tester. These Crack Attenuating Mixes (CAM) were designed and constructed based on a new special specification, SS 3109. In the design phase the optimal asphalt content was initially determined using the Superpave Gyratory Compactor selecting the asphalt content that achieved 98% density after 50 gyrations. This approach worked well with stiff binders and top quality granite aggregates. However, design problems were encountered with the transition to softer binders and locally available materials. The researchers proposed an alternative design procedure where the performance tests are run first at a range of asphalt contents and a window defined where both rutting and crack resistance requirements are met. The CAM mixes designed have 100% passing the 3/8-inch sieve and binder contents ranging from 7 to 8.3% asphalt. Few construction problems were identified; these fine mixes are easy to compact and finish. However, on one project thermal segregation problems were identified which caused low density pockets and areas of raveling. Initial performance even over jointed concrete has been good, and skid resistance measurements looked very reasonable. The CAM mixes cost approximately 25% per ton more than the traditional mixes, but as they are placed as 1-inch thick mats rather than 2-inch thick, there is a clear economic advantage of using these high quality materials. TxDOT is in the process of updating SS 3109, and a statewide specification is scheduled for release in early 2009. KW - Asphalt content KW - Bituminous overlays KW - Cost effectiveness KW - Mix design KW - Overlays (Pavements) KW - Pavement performance KW - Reflection cracking KW - Rutting KW - Skid resistance KW - Specifications KW - Texas KW - Thin overlays UR - http://tti.tamu.edu/documents/0-5598-2.pdf UR - http://youtu.be/p3ZcFDs7JHc UR - https://trid.trb.org/view/892105 ER - TY - RPRT AN - 01131891 AU - Lee, Doh-Won AU - Zietsman, Josias AU - Farzaneh, Mohamadreza AU - Protopapa, Annie AU - Overman, John H AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Characterization of In-Use Emissions from TxDOT's Non-Road Equipment Fleet – Phase 1 Report PY - 2009/06//Technical Report SP - 90p AB - The objective of this document is to present the preliminary findings of the study characterizing in-use Texas Department of Transportation (TxDOT) non-road diesel equipment emissions. This document presents literature reviews of emissions reduction technologies and emissions control measures practiced by the state of Texas and other states, discusses selection of TxDOT non-road equipment and emissions reduction technologies for emissions testing, and shows preliminary results of in-use emissions of TxDOT diesel equipment using portable emissions measurement systems (PEMS). Emissions measurements and data comparison and analysis tasks are still ongoing, so that a stage for any recommendation or conclusion has not been reached. KW - Construction and maintenance equipment KW - Diesel engines KW - Emission control devices KW - Excavating equipment KW - Exhaust gases KW - Graders KW - Literature reviews KW - Loaders KW - Measurement KW - Nitrogen oxides KW - Portable Emissions Monitoring System KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/0-5955-1.pdf UR - http://ntl.bts.gov/lib/31000/31100/31108/0-5955-1.pdf UR - https://trid.trb.org/view/892094 ER - TY - RPRT AN - 01131616 AU - Miller, Jacqueline E AU - Baber, Thomas T AU - University of Virginia, Charlottesville AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Field Testing of the Wolf Creek Curved Girder Bridge: Part II: Strain Measurements PY - 2009/06//Final Contract Report SP - 79p AB - The Wolf Creek Bridge is a curved, multi-girder three span steel composite bridge located south of Narrows, Virginia, that was completed in 2006. A finite element (FE) model of the bridge revealed that pier flexibility may be important in modeling the bridge. In addition, questions have been raised as to the effectiveness of the C15x33 diaphragms in providing lateral transfer of loads between members. This study was conducted as Phase II of a project for which the overall goal was to use field testing to obtain a better understanding of the behavior of multi-span curved girder bridges. The Phase I study was published separately (Turnage and Baber, 2009). During Phase II, an array of 49 strain gages was installed on the superstructure of the bridge: 34 gages were installed on the four girders at the mid-point of the center span, and 15 gages were installed on the three diaphragm members located closest to mid-span. The bridge was then subjected to static and dynamic applications of a loaded dump truck for which the axle loads were quite close to those of an HS-20 truck. The static strains were measured when the truck was located at 19 different locations on the inner and outer lanes. The dynamic strains were measured under the truck crossing the bridge at normal traffic speed for the structure. The static loading was then replicated on the FE model. The measured static strains were compared with the strains computed from the FE model. Both measured and computed strains on the girders were used to estimate distribution factors, which were compared to evaluate the effectiveness of moment transfer between girders. The measured static and dynamic strains were also compared to estimate dynamic amplification factors. Finally, measured and computed diaphragm strains were compared to evaluate the FE model’s diaphragm girder approximation. The study found that the diaphragms transfer relatively little load from the loaded lane toward the unloaded lane but slightly more load transfers toward the outer girders than toward the inner girders. Further, the FE model predicts slightly greater transfer of load between girders than was measured in the field, suggesting that the model overestimates the stiffness of the diaphragm to girder connection. Finally, the measured strains and strains computed using the FE model predict different neutral axis locations. Following additional numerical studies, it was concluded that the FE model predicted the neutral axis to be higher than it should be, based upon transformed section calculations. In addition, full composite action based upon transformed section calculations should result in a neutral axis location higher than was determined from field data measurements. This suggests that some slip might be occurring between the girders and the haunches. KW - Curved bridges KW - Dump trucks KW - Dynamic loads KW - Field tests KW - Finite element method KW - Girder bridges KW - Load transfer KW - Mathematical models KW - Narrows (Virginia) KW - Static loads KW - Strain gages KW - Strain measurement UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-cr14.pdf UR - http://ntl.bts.gov/lib/37000/37700/37783/09-cr14.pdf UR - https://trid.trb.org/view/891734 ER - TY - RPRT AN - 01131610 AU - Ozyildirim, Celik AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Evaluation of Lightweight High Performance Concrete in Bulb-T Beams and Decks in Two Bridges on Route 33 in Virginia PY - 2009/06//Final Report SP - 27p AB - Lightweight high performance concrete (LWHPC) is expected to provide high strength and high durability along with reduced weight. The purpose of this research was to evaluate and compare the prestressed LWHPC bulb-T beams and decks in two bridge structures. The bridges are on Route 33 near the confluence of the Mattaponi and Pamunkey Rivers into the York River at West Point, Virginia. Each bridge has both normal weight and lightweight bulb-T beams. The decks on the lightweight beams are also lightweight. Two distinctly different high-strength lightweight concrete mix designs and curing procedures (steam cured versus moist cured) were used for the beams of the two bridges. The results indicate that LWHPC with satisfactory strength and permeability can be achieved for beams and decks. These concretes are expected to be durable and cost-effective. The initial cost of LWHPC is higher than for conventional high performance concrete. However, the reduced dead load of LWHPC would result in longer spans, reduced number of piers or smaller piers, reduced substructure requirements, and easier transportation and erection of elements, leading to substantial savings, as was evidenced in this study. The study recommends that the use of LWHPC should continue for beams and decks and possibly for accelerated construction with precast units in substructures or superstructures, especially for rehabilitation projects. Elements cast off site would be prepared under more controlled conditions and reduced traffic interruptions. In addition, handling and delivery would be easier than for conventional concrete because of the reduced weight. If the improved quality through use of LWHPC resulted in a 10% increase in service life, large savings would occur. In Fiscal Years 2003 through 2008, the Virginia Department of Transportation spent an average of $10.68 million per year on prestressed concrete beams. Thus VDOT could save close to $1 million each year through the improvements expected with LWHPC. KW - Bridge decks KW - Bulb T beams KW - Cost effectiveness KW - Durability KW - High performance concrete KW - Lightweight concrete KW - Mix design KW - Prestressed concrete KW - Service life KW - Steam curing KW - T beams UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-r22.pdf UR - http://ntl.bts.gov/lib/37000/37700/37768/09-r22.pdf UR - https://trid.trb.org/view/891757 ER - TY - RPRT AN - 01131370 AU - Perry, James E AU - Morgan, E E AU - Bevington, Azure E AU - DeBerry, Douglas A AU - College of William and Mary AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Understanding Cattail (Typha spp.) Invasion and Persistence in Forested Wetlands Created by the Virginia Department of Transportation PY - 2009/06//Final Contract Report SP - 80p AB - Common cattail (Typha latifolia) is a native plant species listed as an invasive weed by some regulatory agencies. While it is not listed as a noxious weed by the Commonwealth of Virginia, control of cattail populations in created forested wetlands is still mandated by some regulatory permit requirements and requires either mechanical removal, treatment with herbicide, or both. Permitting agencies reason that cattail removal will prevent interspecies competition between cattails and desirable planted tree species. This regulatory requirement has added significantly to the Virginia Department of Transportation’s (VDOT's) cost of wetland compensation and mitigation. However, some researchers have questioned spending resources on cattail removal since the data do not support the hypothesis that cattails retard or inhibit planted tree growth. Rather, created wetland vegetation communities demonstrate more complex relationships than can be explained by simple interspecies competition. A site’s hydrology (generally, water that is too deep) appears to be the driving force in an increase in planted tree morbidity and/or a decrease in woody growth. Because of conflicting information in the literature, this study was undertaken to help clarify the environmental conditions (biological, chemical, and physical) that enable Typha spp. to rapidly colonize primary succession (created mitigation) forested wetlands. The vegetation of 20 VDOT-created forested wetlands was collected and analyzed during the 2006-2007 growing seasons. Further, the hydrology, nutrient dynamics, and vegetation were studied at four of those sites. The data showed that cattails, while present in young sites, were rare in mature created hardwood wetlands. Woody vegetation, particularly specific volunteer species, became prominent after 10 to 15 years. In addition, species such as bald cypress, black willow, and red maple trees were common dominants in the older sites. Preliminary data showed that the growth of planted bald cypress trees in cattail-dominated areas was not significantly different than in those surrounded by non-cattail herbaceous perennials. Environmental data indicated a weak relationship (trend) in cattail dominance and water depth, but there was no significant difference in environmental parameters. The study concludes that the resources used to eradicate cattails, except where the hydrology has been compromised, are better spent on seeding and/or planting woody species such as bald cypress, black willow, river birch, and red maple that are better adapted to the draw-down, plant, and then flood conditions that are frequently encountered on these sites. Additional research on the direct effect of perennial herbaceous plants on planted woody species growth is recommended. KW - Constructed wetlands KW - Hydrology KW - Invasive plants KW - Native plants KW - Plants KW - Trees KW - Vegetation control KW - Wetlands UR - http://virginiadot.org/vtrc/main/online_reports/pdf/09-cr10.pdf UR - https://trid.trb.org/view/891697 ER - TY - ABST AN - 01464379 TI - Structural Design Requirements for Culvert Joints AB - Traditional methods for the structural design of buried culverts and storm drains (culverts) ignore longitudinal stresses, transverse stresses, and circumferential stresses at the joint. The structural design of the culvert joint assumes only in-plane loading of the pipe's cross section, that is, in-plane bending and in-plane thrust. Current practice does not consider longitudinal bending moments and shear resulting from non-uniform loading and/or variations in the bedding support along the length of the pipe. Field observations show that longitudinal effects such as variation in bedding stiffness may be the cause of many culvert failures. Failure of the joint may allow water and soil to seep through the joint, potentially resulting in loss of soil support, and ultimately, collapse of the pipe and pavement damage. Longitudinal distress resulting from poor bedding alignment and stiffness is a problem that may be solved using tighter standards for construction/installation. Nevertheless, experience shows that most pipe installations are less than perfect. A structural design process that considers longitudinal effects will improve the performance of joints. The objective of this research is to develop structural design requirements for joints in flexible and rigid culverts to withstand variations in construction, support, and loading conditions. These requirements shall be suitable for consideration for adoption by the American Association of State Highway & Transportation Officials (AASHTO) Highway Subcommittee on Bridges and Structures. KW - Culvert pipe KW - Culverts KW - Pipe culverts KW - Pipe joints KW - Storm sewers KW - Stresses KW - Structural design UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2510 UR - https://trid.trb.org/view/1232609 ER - TY - ABST AN - 01464288 TI - Research for the AASHTO Standing Committee on the Environment. Task 62. Improving the Effectiveness of Outreach to Traditional and Non-Traditional Groups by Integrating the Expertise of Existing and Emerging Citizen Coalitions into Transportation Analysis and Decision Making AB - The objective of this task is to gather information on emerging and existing citizen coalitions, their environmental and social expertise, and how their strategies and perspectives could lead to new and different ways of approaching outreach to traditional and non-traditional groups, transportation analysis, and decision making.

KW - Coalitions KW - Decision making KW - Information retrieval KW - Public participation KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2622 UR - https://trid.trb.org/view/1232517 ER - TY - ABST AN - 01464287 TI - Research for the AASHTO Standing Committee on the Environment. Task 59. Evaluate the Interactions between Transportation-Related Particulate Matter, Ozone, Air Toxics, Climate Change, and Other Air Pollutant Control Strategies AB -
The purpose of this research is to identify cost-effective transportation strategies that will reduce multiple pollutants so that state officials can achieve the goals of contributing towards attainment of various air quality standards, as well as reducing toxics and GHG emissions. This research involves doing a literature search on the methodologies for determining the cost-effectiveness of strategies to reduce multiple pollutants to determine the state-of-the-art, and a survey of state efforts to determine the current state-of-the-practice. The outcome of this research would establish the feasibility of a more detailed, rigorous NCHRP study to examine these effects. That study would likely require different types of modeling (traffic, emissions, dispersion, etc).

KW - Air pollution KW - Air quality management KW - Cost effectiveness KW - Exhaust gases KW - Greenhouse gases KW - Ozone KW - State of the art KW - State of the practice UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2623 UR - https://trid.trb.org/view/1232516 ER - TY - ABST AN - 01464173 TI - Synthesis of Information Related to Highway Problems. Task 41-03. Engineering Economic Analysis Practices for Highway Investment AB - Transportation agencies are struggling to strategically allocate their resources to preserve, maintain, and upgrade their highway infrastructure. Application of comprehensive economic analysis to their investment options is critical to their decision making process. There are many transportation agencies that are proficient in integrating economic analysis of their investment options into their asset management strategy using a myriad of tools and processes. However, other agencies lack the resources, guidance and understanding of the usefulness to perform such evaluations. This project will study current practices for performing economic analysis in the United States to evaluate highway investment decisions. KW - Decision making KW - Economic analysis KW - Infrastructure KW - Investments KW - Research projects KW - Strategic planning KW - U.S. Overseas Private Investment Corporation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2741 UR - https://trid.trb.org/view/1232401 ER - TY - ABST AN - 01464172 TI - Synthesis of Information Related to Highway Problems. Topic 41-04. Sustainable Pavement Maintenance Practices AB - Increasing societal awareness of the environmental effects of the surface transportation system has led to new demands on transportation agencies to provide environmentally responsive infrastructure. Pavement maintenance and preservation practices are applied to restore pavement condition and delay deterioration. They may also extend the service life of pavements and influence the sustainability of transportation infrastructure. Although these practices consume large amounts of energy and raw materials on a national scale, they can also help delay the need for far more costly and resource intensive rehabilitation. There is a need to document maintenance and preservation practices and treatments, and their effect on pavement and environmental performance. Domestic and foreign highway agencies have implemented sustainable products and practices, and have developed training to transfer these technologies to their work force. Therefore, it is important to synthesize the state of practice in a single document where public highway agencies can find proven methods of effective pavement maintenance that improve environmental performance. This synthesis will gather and summarize information on the following topics: (1) Current pavement maintenance programs described by respondents as sustainable or green, and whether such programs are part of agency-wide sustainability programs; (2) Use of recycled and alternative materials in pavement maintenance; * How sustainable maintenance practices are defined and measured; * (3) Factors and data (such as cost, environmental performance, workforce suitability) used in determining practices for sustainable maintenance and preservation; (4) Methods for data collection, storage, and analysis; * Public and private sustainable maintenance specifications and guidelines; *and (5) All ongoing research; and * Information gaps and the need for future research. The scope includes all types of pavement, including gravel and other low-volume roads. The report will survey all state DOTs (directed to the AASHTO Highway Subcommittee on Maintenance member) and Canadian provincial ministries of transportation. Additional information may be collected from selected local agencies, contractors, suppliers, and consultants. This information will identify pavement maintenance practices and their associated pavement and environmental performance. International information will be gathered from a literature review. Three to four agency programs with effective practices and approaches will be selected and case studies of their practices will be described. KW - Environment KW - Environmental impacts KW - Maintenance practices KW - Pavement maintenance KW - State departments of transportation KW - Sustainable maintenance KW - Sustainable pavements UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2742 UR - https://trid.trb.org/view/1232400 ER - TY - ABST AN - 01464170 TI - Synthesis of Information Related to Highway Problems. Topic 41-06. Accelerating Implementation of Transportation Research Results AB - Highly successful private sector organizations have learned to bring research to market quickly to survive and thrive. Government agencies such as NIH and the DOE National Labs have also developed techniques for bridging the gap between research and implementation. Ongoing sponsored research in the highway community could benefit from incorporating similar fast tracking processes for high pay-off research. KW - Highway research KW - Implementation KW - Market research KW - Markets KW - Research UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2744 UR - https://trid.trb.org/view/1232398 ER - TY - ABST AN - 01464332 TI - Research for AASHTO Standing Committee on Highways . Task 271. Graphical Traffic Signal Design Aid Based on the MUTCD AB - The objective of this project is to graphically present signal design options in a way that makes it easier to comply with the Manual on Uniform Traffic Control Devices (MUTCD) and as a result, promote uniformity in signal design across the U.S. and help reduce crashes at traffic signals.  More specifically, to create software that will show a drawing of the acceptable number, location, and configuration of signal heads and indications, as well as mandatory regulatory signs, for common intersection approach configurations input by the user.  The software should show the safest (as determined by research) as well as other common MUTCD-compliant layouts.  Development of this software should be coordinated with MUTCD development and be ready for distribution soon after publication of the next MUTCD.  It is expected that the software will be made available through the FHWA's MUTCD website.

KW - Graphics KW - Manual on Uniform Traffic Control Devices KW - Regulatory signs KW - Software KW - Traffic control devices KW - Traffic crashes KW - Traffic safety KW - Traffic signals KW - Websites (Information retrieval) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2599 UR - https://trid.trb.org/view/1232561 ER - TY - ABST AN - 01464178 TI - Measuring and Removing Dissolved Metals from Storm Water in Highly Urbanized Areas AB - Starting in the late 1980s, efforts to address polluted runoff have increased significantly, and the requirements for treating the runoff also have gotten more stringent. Not long ago, most highway runoff could be treated using a few simple treatment methods such as bioswales, wet ponds, or vegetated filter strips. However, lately the treatment requirements have been shifting to include the removal of dissolved metals. In Washington State, besides oil and phosphorous control, there are two significant groups of Best Management Practices (BMP), these are basic treatment BMPs and enhanced treatment BMPs. The basic treatment BMPs target the total suspended solids (TSS), and enhanced treatment BMPs not only target the TSS, but also the removal of dissolved metals. While the specific requirements for removing metals may be different from one state to another, there is a trend nationwide that dissolved metals in stormwater is becoming more of a concern to the regulatory agencies, particularly in highly urbanized areas where traffic volumes are high and treatment options are limited. The current available and approved enhanced treatment BMPs that are effective in removing dissolved metals include the following: media filter drains (previously known as ecology embankment), compost-amended vegetated filter strips (CAVFS), constructed stormwater treatment wetland, sand filtration treatment BMP (amended or large sand filter), two facility Treatment trains, and bioretention. In highly urbanized areas, the ability to utilize these current BMPs is limited significantly by the lack of available space. The objective of this project is to develop one or more enhanced treatment BMPs that could be used in highly urbanized areas. Task would include the following: (1) Gather all available information and the facts about enhanced treatment BMPs through literature review and talking to other researchers, stormwater treatment vendors, and professors in universities and other public agencies such as department of transportation from other states. The gathered information could be the available technologies to remove dissolved metals in stormwater, BMPs that could be used in highly urbanized areas, the pros and cons for each BMPs, maintenance concerns, etc. The approving authority agencies would be involved during the developing process to get early buy-in. Timeframe: 3 months to 6 months. Come up with one or more practical enhanced treatment BMPs potentially that could be used in highly urbanized areas. Various tests will be done in the labs to validate the conceptual designs. Mini models would be built to test the conceptual designs. Seek conceptual approval from appropriate agencies such as Washington State Department of Ecology. Timeframe: 6 months to 12 months. If the conceptual designs work and the lab tests validate the design theories, the full scale models would be tested in situ. Timeframe: 1 year to 3 years. The proposed BMPs could have small footprints that could be easily installed under the sidewalks. Low impact development (LID) would be considered in the development process; in this regard, landscape areas in the median or between the curbs and the sidewalks would be considered to see if the landscape areas can be utilized as part of the treatment mechanism. The BMPs would likely remove the sediments and dissolved metals by using gravity feed, filter systems and uptake by plants. To achieve a small footprint, a highly effective filter will be essential. The more effective the filter, the greater the pollutant decrease, resulting in a smaller footprint requirement compared to other less effective filter systems. The targets for enhanced treatment BMPs are the removal of 80% or more of total suspended solids (TSS) and the ability to provide a significantly higher rate of removal of dissolved metals than basic treatment BMPs for influent concentrations ranging from 0.003 to 0.02 mg/L for dissolved copper and 0.02 to 0.3 mg/L for dissolved zinc. Long term operation and maintenance costs would be considered during the BMP's development.
KW - Best practices KW - Compost KW - Detention basins KW - Drainage KW - Ecology KW - Research projects KW - Runoff KW - Sand filters KW - Total suspended solids KW - Traffic volume KW - Urban areas KW - Wetlands UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2737 UR - https://trid.trb.org/view/1232406 ER - TY - ABST AN - 01464006 TI - Decision Making for Outsourcing and Privatization of Vehicle and Equipment Fleet Maintenance AB - Because of growing demands and resource limitations on vehicle and equipment fleet maintenance, state departments of transportation (DOTs) often consider outsourcing and/or privatization of these services. However, the decision for outsourcing and/or privatization depends on fleet size, mix of vehicles, and type of equipment, and is influenced by such factors as cost effectiveness, timeliness, and quality of service. Also, outsourcing and privatization can be implemented in a variety of forms with different levels of agency involvement, such as outsourcing statewide or regional activities and selected outsourcing of specific activities, and with different levels of responsibility for quality control and assurance. There is no widely accepted process for evaluating the different forms of outsourcing vehicle and equipment fleet maintenance. Research is needed to review relevant information and recommend a rational process for making decisions on outsourcing and privatization of these activities with consideration to maintenance requirements, basis of measurement, costs, performance, and other related items. Such a process will help highway agencies in evaluating alternative outsourcing and privatization options and making decisions that would achieve acceptable levels of service and cost savings. Recent work completed under NCHRP Project 13-03 provided further review of some of the issues related to outsourcing and privatization of vehicle and equipment fleet maintenance (background information contained in the interim report for NCHRP Project 13-03 is available for review and use in support of this research). However, additional research is needed to address these and other issues and to recommend a process for making decisions on such work. The objective of this research is to recommend a process for making decisions on outsourcing and privatization of vehicle and equipment fleet maintenance. The process shall address the full range of decision making from outsourcing a single activity or function to privatization of entire fleet maintenance operations. KW - Contracting out KW - Cost effectiveness KW - Decision making KW - Equipment maintenance KW - Fleet maintenance KW - Privatization KW - Quality of service KW - Vehicle maintenance UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2925 UR - https://trid.trb.org/view/1232234 ER - TY - ABST AN - 01570500 TI - Implementation of Concrete Pavement Mixture Design and Analysis (MDA) Track of Concrete Pavement Road Map AB - The work to be covered by this pooled fund addresses focused activities under the Concrete Pavement Road Map (CP Road Map) Track 1, Mix Design and Analysis. The activities are intended to meet some of the needs identified by the track. KW - Concrete Pavement Road Map KW - Concrete pavements KW - Implementation KW - Mix design KW - Specifications KW - Training UR - http://www.pooledfund.org/Details/Study/430 UR - https://trid.trb.org/view/1362141 ER - TY - RPRT AN - 01153627 AU - Ye, Zhirui AU - Strong, Christopher K AU - Shi, Xianming AU - Conger, Steven M AU - Western Transportation Institute AU - Iteris, Incorporated AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - Analysis of Maintenance Decision Support System (MDSS) Benefits & Costs PY - 2009/05/12/Final Report SP - 143p AB - This research aimed to assess the benefits and costs associated with implementation of the pooled fund Maintenance Decision Support System (MDSS) by a state transportation agency and to distill this information in a format that is accessible and actionable to transportation agency decision-makers and elected officials. To this end, extensive stakeholder interviews were conducted to help develop the methodology used to analyze MDSS benefits and costs. The research team interviewed two different groups of stakeholders: maintenance personnel at pooled fund member state transportation agencies and selected staff at Meridian Environmental Technologies, the contractor responsible for development of the pooled fund MDSS. A methodology consisting of a baseline data module and a simulation module was developed for analyzing tangible benefits, which include reduced material use (agency benefit), improved traffic safety (user benefit), and reduced traffic delay (user benefit). The methodology was applied to three pooled fund states, which belong to different climatological groups. Analysis results indicated that the use of MDSS could bring more benefits than costs. In addition, a Function Analysis System Technique (FAST) was used to characterize the intangible benefits of MDSS. Finally, a stakeholder outreach plan was developed. Three different formats of outreach materials, Web page, brochure, and PowerPoint presentation, were used to make the results and findings accessible to appropriate audiences. KW - Benefit cost analysis KW - Decision support systems KW - Stakeholders KW - Traffic delays KW - Traffic safety KW - Winter maintenance UR - http://www.westerntransportationinstitute.org/documents/reports/4W1408_Final_Report.pdf UR - https://trid.trb.org/view/915012 ER - TY - ABST AN - 01464477 TI - Institutionalizing Safety in Transportation Planning Processes: Techniques, Tactics and Strategies AB - In TEA-21, safety was made a required decision factor in the transportation planning process. In SAFETEA-LU, the preparation of Strategic Highway Safety Plans (SHSPs) was mandated. Each requirement is unique and separate, but they complement each other. Implementing these two requirements and facilitating the integration and reinforcement of each others goals must be ensured if these efforts are to meet their intended goals. What the states and regional planning agencies are doing to implement the safety planning factor in their planning processes, as required by SAFETEA-LU, is unknown. What effect has this had on institutional changes, cooperation, and communication been planning and safety offices and other partners? What are the technical and/or policy benefits from any changes? An additional question that should be answered is how well the states have coordinated the SHSP and planning factor (referred to as safety conscious planning or SCP in SAFETEA-LU) processes to complement and improve those respective processes. Another question relates to what the states and regional planning agencies believe they need in order to better accomplish this coordination. For example, do safety and planning professionals understand the benefits of collaborating and sharing--both in meeting the legislative mandates and for the larger goal of improving highway safety? Do decisionmakers have a similar understanding, and what is the best way to communicate this to them? Finally, once the state of practice is known, what steps and tools are needed in the short and long term to improve and institutionalize these processes so that safety and planning coordination and collaboration become integrated into standard operating processes and thinking at state and regional planning agency levels? The objectives of this project are to: (1) assess the state of the practice, at state and regional levels; (2) develop techniques and methods to more efficiently and effectively accomplish the federal mandates, potentially including: documenting best practices; developing and recommending procedures, performance measures, and policies for meaningfully integrating safety into the capital improvement programming process; initiating an outreach program to educate and train state and regional planning agency staff in using tools and techniques to more effectively incorporate safety into long-range planning and bringing planning into the SHSP process; developing case studies that illustrate the effective use of safety as a planning decision factor and showing the benefits of planning input to the SHSP process; and developing outreach methods such as websites and newsletters to highlight tools and techniques; develop recommendations for implementation of the techniques and products developed, e.g., support or work with professional organizations for state and regional planning agencies in the short term and develop a strategic/action plan for longer term implementation. The SHSP and safety conscious planning processes are in relatively formative stages. Quick action is required to ensure that these processes mature and become institutionalized so that they can assist safety, planning and policy/decisionmakers. State-of-the practice research can also inform the reauthorization discussion but must be accomplished now to be timely. Transportation planners, especially at the state and regional level, safety staffs, and decisionmakers across the country would have use for this information developed by this project. Groups such as the Transportation Safety Planning Working Group, AASHTO, FMCSA, AMPO/NARC/NADO, and GHSA would use this information and these techniques to train, educate, stimulate, and motivate their respective constituencies. Materials and techniques developed through this project would be used by professional associations, specialty groups, state DOTs and their partners in the SHSP, and regional and local agencies and governments to examine their processes, adopt techniques/strategies from this project, and train staff and decisionmakers. Initially, implementation could be expedited working with the Transportation Safety Planning Working Group which includes the relevant federal, state, safety, and planning organizations. The objective of this project is to develop a guide for institutionalizing the continuous integration of safety in transportation planning and programming processes. The guide will provide techniques, tactics, and strategies for agencies to use to institutionalize safety as a decision and planning factor, and for coordinating the SHSP with other transportation plans. The guide should be useful to state, regional, and local transportation agencies; professional associations; and interest groups in examining how, and how effectively, safety has been integrated into transportation planning processes. KW - Regional planning KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - State of the practice KW - Strategic planning KW - Traffic safety KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2502 UR - https://trid.trb.org/view/1232707 ER - TY - ABST AN - 01464293 TI - Research for the AASHTO Standing Committee on the Environment. Task 56. Cost and Benefit of Transportation Specific MS4 and Construction Permitting AB -
The NPDES general permits associated with the Municipal Separate Storm Sewer System (MS4) program and permits stormwater discharges associated with construction activities are written in broad terms to cover everyone. However, there is a strong general bias built into these general permits that is best suited to incorporated municipal jurisdictions and site based construction activities. For this reason the requirements of these permits do not recognize the unique linear nature of highway projects and the administrative organization of state departments of transportation (DOTs). For example, state DOT's do not have the power to pass ordinances and levy taxes to fund special stormwater requirements. These measures must typically be funded by appropriations from the state's general appropriations. In addition rights-of-way are limited in area which limits the choices available for stormwater structures. These examples are only a few of the limitations that often make meeting the requirements of these general permits difficult sometimes inefficient from a cost point of view. Nationally this problem has been recognized and some agencies are considering the development of special permits for linear construction. However, this would also include construction of power transmission lines, pipelines, and other linear utilities which are also significantly different in scope and character from highways. Given these issues related to stormwater permitting there is a question as to whether the development specific MS4 and construction permits for highways would be more cost effective in both meeting the water quality goals of the states and reducing the permitting conflicts that are currently encountered in many of the one-size-fits-all permits.

KW - Benefit cost analysis KW - Detention basins KW - Drainage KW - Permits KW - Right of way (Land) KW - Runoff KW - Storm sewers UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2617 UR - https://trid.trb.org/view/1232522 ER - TY - ABST AN - 01462598 TI - Enhanced Safety Prediction Methodology and Analysis Tool for Freeways and Interchanges AB - The U.S. freeway system is aging and becoming more congested; many parts of the freeway system, particularly interchanges, are in need of reconstruction or rehabilitation. Improved safety is a key justification for many interchange improvement projects, but engineers lack a suitable tool to examine the safety performance of existing interchanges and to anticipate the safety performance of new or rebuilt interchanges. A preliminary tool was developed by FHWA to estimate crash frequencies of typical interchanges of freeway and arterial, and freeway to freeway. The Interchange Safety Analysis Tool (ISAT) is a spreadsheet that consolidated crash prediction models and modification factors on most components of interchange systems in urban and rural areas. ISAT provides crash estimates of various typical interchange configurations over an economic life specified by users. This tool however requires significant enhancements to improve the quality of the underlying models, expand to key highway characteristics, and calibrate the models for some state data. The objective of this research is to develop additional and stronger crash prediction models for freeway and ramp elements, and to create new models for typical ramp terminal intersections and crash models for crossroad segments affected by these terminals. Another objective is to account for additional interchange characteristics or useful variables. And a final objective is to upgrade the interchange safety analysis tool (ISAT) spreadsheet to be more practical and user friendly and compatible with existing procedures. The following tasks are recommended: (1) determine major models and highway characteristics that should be improved and additional models that should be developed and useful variable to be considered; (2) acquire the data and conduct the analysis; (3) update the ISAT program; (4) select two states with adequate data to calibrate the ISAT program and calibrate the models to the selected states to be readily available for direct application; and (5) prepare a final report, and a user manual. This project will provide the much needed tool to create a more reliable interchange safety analysis tool that is very useful to engineers and planners in conjunction with environmental and traffic impact studies.
KW - Crashes KW - Enhancements KW - Impact tests KW - Interchange Safety Analysis Tool KW - Interchanges KW - Interchanges and intersections KW - Research projects KW - Safety Analyst KW - Traffic congestion KW - Traffic safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2512 UR - https://trid.trb.org/view/1230819 ER - TY - ABST AN - 01464473 TI - Guidelines for Quality-Related Pay Adjustment Factors for Pavements AB - Quality measures are generally used by highway agencies for the acceptance of pavement construction. Material properties, smoothness, and other characteristics of the constructed pavement will generally vary somewhat from those specified because construction operations are influenced by many factors. Such variance will affect pavement quality and performance and, therefore, will affect the highway agency and road users. For these reasons, many highway agencies incorporate quality-related pay adjustments, in the form of incentives/disincentives, in the construction contracts of flexible and rigid pavements to account for the value lost or gained by the variance from the specified values. Many of the approaches used by highway agencies for dealing with construction variance and assigning pay adjustment factors have been developed empirically without understanding completely the actual relationship to performance. In addition, these approaches use different procedures for determining the amount and method of pay adjustment that do not consider some relevant issues, such as highway functional classification, constructibility, combining multiple pay factors, impacts on the highway users, contractor/agency risk sharing, contractor motivation, and legal ramifications. Further improvement is needed to develop rational guidelines for determining quality-related pay adjustment factors for flexible and rigid pavements. Such guidelines will help highway agencies incorporate in construction contracts pay adjustment factors that are commensurate with the expected gain or loss in pavement performance. The objective of this research is to develop guidelines for determining quality-related pay adjustment factors for flexible and rigid pavements. KW - Pavements KW - Paving KW - Pay adjustments KW - Pay factor KW - Payment KW - Quality assurance KW - Quality control KW - Road construction UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2506 UR - https://trid.trb.org/view/1232703 ER - TY - ABST AN - 01464474 TI - Nighttime Construction Impacts on Safety, Quality, and Productivity AB - The aging of state and local roads and highways and the availability of funding by the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) have increased the number of major highway maintenance, rehabilitation, and reconstruction (MRR) projects. Large highway MRR projects can cause significant disruptions to travel patterns and economic activity. MRR activities could be expedited by closing the facility, but in many situations, the remaining transportation network is not able to accommodate the redirected traffic volumes. A method to reduce the impact on the traveling public and area businesses during highway MRR projects is to schedule nighttime work. The advantage in performing MRR activities during off-peak hours is the reduced impact on the traveling public due to decreased traffic volumes. Construction activities during periods of lower traffic volumes minimize inconveniences to highway users and impacts on local businesses. However, nighttime construction introduces other issues to consider including increased safety hazards due to fatigue and poor visibility conditions, impacts on quality of the constructed product, and construction productivity.

KW - Highway maintenance KW - Night KW - Nighttime construction KW - Rehabilitation (Maintenance) KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2505 UR - https://trid.trb.org/view/1232704 ER - TY - ABST AN - 01464489 TI - Development and Application of Access Management Guidelines AB - Many states and local governments are considering, or in the process of, revising their access management standards and guidelines. These standards or guidelines commonly include key elements such as: a) an access management classification system and access management categories; b) signalized access spacing; c) medians and median opening spacing and design; d) unsignalized access spacing; e) driveway design; f) internal and interparcel circulation; and g) alternative access.
These standards and guidelines are often based on a continuation of historical practices or from the practices of other jurisdictions. As a result, the access management criteria often vary widely and questions remain as to the appropriate access spacing and design criteria for different types of roadways and roadside environments. However, at this time, there is no consolidated source giving a rationale for the application of various access management techniques and their designs. Research is needed to provide information for state DOTs and local governments to rationally evaluate their current access management standards or guidelines; document the safety and operational logic for adoption and administration of access management techniques; provide guidance for the adoption of criteria and procedures for deviation from access management standards while maintaining consistency in the permitting process; and to help address institutional, political, and economic barriers to the adoption of rationale access management standards. The research will examine and compare the roadway design manuals, access management standards and guidelines, driveway designs and other relevant manuals adopted by the various state departments of transportration (DOTs) as well as selected local governments. Agencies will be contacted to ascertain: a) why the agency adopted guidelines rather than standards; b) the rationale for the standards/guidelines for signal spacing, unsignalized access spacing, the use of medians, median opening spacing and design, driveway geometrics, warrants for and design of auxiliary lanes, etc.; c) criteria and procedures for deviations from adopted standards; d) how applications vary for different roadside environments (rural, suburban and urban) or roadway functional design types; and e) issues in administration of the standards/guidelines such as consistency in application of the standards/guidelines and institutional, political, and economic barriers to implementation. A major objective of the research will be to develop a rationale or basis (criteria) for such access management elements as, but not limited to, the following: a) roadway classification and access management categories; b) signal spacing; c) unsignalized access spacing for different access management categories; d) driveway design; e) warrants for auxiliary lanes; f) design of auxiliary lanes; g) median opening spacing and design; h) u-turns, including u-turns by large vehicles; i) access connections on opposite sides of undivided roadways; j) warrants for and design of isolated left-turn lanes and shoulder by-pass lanes; k) application of a continuous two-way, left-turn lane (TWLTL); and l) replacing a TWLTL with a nontraversable median. The research will also identify variations, where appropriate, in the desired application of the access management elements. This research would culminate in model access categories and model sets of access management and design guidelines and procedures for various roadway functional classifications and design types. It would also address how these criteria might vary in the context of different roadside environments. The resulting models would be accompanied by detailed rationale on their benefits and application so they may be readily adapted and applied by state transportation agencies and local governments or MPOs, through their transportation planning and design processes.
 
KW - Access control (Transportation) KW - Accessibility KW - Driveways KW - Guidelines KW - Medians KW - Spacing KW - Two way left turn lanes UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2493 UR - https://trid.trb.org/view/1232719 ER - TY - RPRT AN - 01139965 AU - Zhu, L AU - Reid, J D AU - Faller, R K AU - Sicking, D L AU - Bielenberg, R W AU - Lechtenberg, K A AU - Benner, C D AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Performance Limits for 152-mm (6-in.) High Curbs Placed in Advance of the MGS Using MASH-08 Vehicles. Part I: Vehicle-Curb Testing and LS-DYNA Analysis PY - 2009/05/06/Final Report SP - 207p AB - Although curbs have been discouraged on high-speed roads based on previous research, the use of curbs is often required for certain situations. There exists a need to examine the use of curbs in conjunction with the Midwest Guardrail System (MGS) in order to determine effective curb placement guidelines. Four vehicle crash tests were performed to investigate vehicle behaviors after traversing a 152-mm (6-in.) AASHTO Type B curb. Two tests with 2270P pickup trucks, one test with the 1100C passenger car, and one test with the 2000P pickup truck, were performed. All of the vehicles were tested at a target speed of 100 km/h (62.1 mph) and at a target angle of 25 degrees. Test data was collected by both low- and high-speed video cameras and transducers. An analysis was performed on vehicle trajectories with respect to the MGS height to determine the critical lateral offset locations for further investigation within the curb-MGS combination study. KW - Barriers (Roads) KW - Curbs KW - Guardrails KW - Highway safety KW - Impact tests KW - Performance UR - http://nlcs1.nlc.state.ne.us/epubs/R6000/B016.0139-2009.pdf UR - https://trid.trb.org/view/899326 ER - TY - ABST AN - 01557211 TI - Research for the AASHTO Standing Committee on Planning. Task 76. Conference on Best Practices in Meeting SAFETEA-LU Requirements in the Statewide Transportation Planning Process AB - The Transportation Research Board (TRB) sponsored a statewide planning conference in Atlanta, Georgia on September 3-5, 2008. The conference, "Addressing Federal Surface Transportation Requirements in Statewide Transportation Planning" brought together state and local planning practioners to learn about and discuss current challenges and best practices in implementing the planning requirements of SAFETEA-LU. This project produced 5 white papers designed initially to provide background materials for use by conference attendees during the conference. The white papers were presented at the conference by their authors, and were subsequently revised to incorporate related information presented by other speakers as well as contributions from attendees. The white papers may be found at the links listed below: Task 76a: The Explicit Consideration of Safety in the Transportation Planning Process: Where Do We Go From Here? Susan B. Herbel, Ph.D., Cambridge Systematics Task 76b: The Congestion Management Process of State and Metropolitan Transportation Planning Erin Flanigan, P.E., Cambridge Systematics Task 76c: Statewide Travel Demand Forecasting Alan J. Horowitz, Professor of Civil Engineering, University of Wisconsin, Milwaukee Task 76d: Fiscal Constraint or Fiscal Restraint? Isssues of Compliance with Federal Requirements for STIPs, TIPs and Long Range Plans Donald H. Camph, Aldaron, Inc. Task 76e: Performance-Based Needs Assessment Joseph A. Guerre, P.E., Cambridge Systematics KW - Best practices KW - Conferences KW - Implementation KW - Requirements KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Statewide KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2396 UR - https://trid.trb.org/view/1346871 ER - TY - ABST AN - 01464484 TI - Practical Approaches for Involving Traditionally Underserved Populations in Transportation Decisionmaking AB - Presidential Executive Order 12898, Federal Actions to Address Environmental Justice in Minority Populations and Low-Income Populations, directs federal agencies to identify and address disproportionately high and adverse human health or environmental effects of their programs, policies, and activities on minority and low-income populations. Presidential Executive Order 13166, Improving Access to Services for Persons with Limited English Proficiency, requires federal agencies to improve access to federally conducted and assisted programs and activities for persons who, as a result of national origin, are limited in their English proficiency. Both Executive Orders are based on Title VI of the Civil Rights Act of 1964, which prohibits discrimination on the basis of race, color, sex, or national origin by government agencies that receive federal funding. The number of U.S. residents for whom English is a second language is increasing, and minority and low-income populations frequently have limited English proficiency and/or literacy. State departments of transportation and other transportation agencies implement a variety of approaches designed to meet both the spirit and the letter of the Executive Orders and federal law. Effective, efficient, and inclusive transportation decisionmaking depends and relies upon recognizing, responding to, and properly addressing the unique needs, cultural perspectives, and financial limitations of different socioeconomic groups. Developing an understanding of the value systems and viewpoints of these groups can be significantly aided by implementing a more comprehensive approach to engaging the public in transportation decision-making processes. Transportation agencies are finding that traditional public engagement techniques are often inadequate, effectively limiting meaningful participation by minority, low-income, and limited English proficiency populations in the transportation decision-making process. Transportation agencies need proven as well as innovative tools to effectively engage an increasingly diverse public in the development of transportation solutions. Recent evolutions in industry practices, such as Context Sensitive Solutions, promote early public involvement in decision-making processes throughout system planning, project planning, project design, project construction, system operation, and system maintenance. In response to a growing awareness that the demographics of this country's population are changing dramatically, a number of resources have recently been published that provide guidance and practical advice to transportation agencies on how to implement Title VI and Presidential Executive Orders 12898 and 13166. Research is needed to capture new or innovative practices and expand on existing work, including identifying emerging demographic trends, to provide additional tools to transportation agencies. The objective of this research is to develop a practical and easy-to-use toolkit of best practices that practitioners can use to involve traditionally underserved populations, particularly minority, low-income, limited English proficiency, and low literacy groups, in transportation decisionmaking. The toolkit will (1) identify emerging demographic trends relevant to transportation decisionmaking; (2) identify new practices and/or new applications of existing public involvement practices, including (a) how effective these practices are; (b) how an agency can develop and apply the practices; and (c) the lessons learned by agencies that have used the practices, including how agency policy or decisionmaking was affected; (3) identify analytical methods and practices that can be used to (a) properly identify affected populations; (b) identify the impacts on underserved populations; and (c) determine if impacts to environmental justice populations are disproportionate and adverse, including criteria used in the evaluation; and (4) identify strategies for mitigating impacts to the affected populations. The toolkit will be organized in a easily searchable format with the potential to be converted to a web-based tool. Content pertaining to specific populations should be easily accessed by transportation professionals with general backgrounds in project-level and systems-level planning. In selecting best practices for inclusion in the toolkit, considerations should be given to the size, type, and complexity of the transportation project or decision; geographic diversity; budget and cost information; organizational structure, type of agency, or level of government; and other relevant factors. KW - Best practices KW - Case studies KW - Civil Rights Act of 1964 KW - Decision making KW - Environmental justice KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2498 UR - https://trid.trb.org/view/1232714 ER - TY - ABST AN - 01476461 TI - Development of Performance Properties of Ternary Mixtures, Phase 3 AB - This phase of the project is intended to provide states and contractors with the use and field management of ternary mixtures. The National CP Tech Center will provide its state-of-the-art 44-foot long mobile laboratory equipped for on-site cement and concrete testing. The mobile lab will be made available for testing at each project site to demonstrate the tests and procedures available for field management of ternary mixtures. Contractors will be provided with a list of potential mixture designs that encompass the optimum properties identified in earlier phases and the materials available in the local market. The contractors would be able to make minor adjustments in a selected mixture design to meet the needs of their equipment and crews. This phase will overlap the laboratory phase to expedite the work and deliver interim results to the panel in 2009. KW - Admixtures KW - Concrete tests KW - Contractors KW - Field tests KW - Mix design KW - Mobile laboratories KW - State of the art KW - Ternary mixtures UR - http://www.cptechcenter.org/search/?searchTerm=ternary UR - http://www.intrans.iastate.edu/research/projects/detail/?projectID=1265235142 UR - https://trid.trb.org/view/1246445 ER - TY - ABST AN - 01464478 TI - Guidelines for Evaluation and Performance Measurement of Congestion Pricing Projects AB -
Highway traffic congestion will likely become worse in the future as demand for highway facilities increases and supply (or capacity) remains stagnant. Peak time spreading, loss of productivity during congested periods, and underutilization of existing capacity during off peak periods are some of the current system management challenges. Transportation authorities and organizations around the country and abroad have explored and applied capacity improvement strategies as well as several Transportation Demand Management and Transportation System Management methods in an effort to mitigate the negative consequences of current and future congestion levels. What has been realized in many areas is that significant capacity expansion opportunities are limited due to environmental, right of way, and financial constraints; thus, maximizing existing and underused capacity has become paramount. One of the lesser-used tools in the congestion management toolbox is tolling and congestion pricing of existing and new infrastructure. However, there is a growing national momentum within government transportation entities to explore that option and evaluate its performance. A number of states are considering and/or implementing tolling and congestion pricing projects such as HOT lanes. In addition, USDOT issued a set of national strategies to reduce congestion that includes pricing concepts. A key element of this strategy is the development of Urban Partnership Agreements which includes tolling, transit, telecommuting and technology, and operations components. Following a competitive process, USDOT recently announced the selection of five metropolitan areas as the first communities to receive Urban Partnership grants (i.e., Miami, Minneapolis, New York, San Francisco, and Seattle). Implementation of these agreements and tolling projects will require focused data tracking and analysis of the effectiveness and impact of pricing. Performance measurement will be critical in this process. In addition, the last highway authorization legislation, SAFETEA-LU, made provisions that provide state departments of transportation with flexibility to use congestion pricing programs in their congestion mitigation programs (Sec. 1604), providing over $50 million during this authorization period for pilot programs to use congestion pricing to mitigate congestion and air pollution, as well as improve fuel efficiency. Tolling and pricing options also face considerable political and public pressures. Effective performance assessment and analysis of existing and planned pricing projects is central to gaining public acceptance and use, along with encouraging broader application. Currently, there is lack of knowledge and benchmarking of best practices on how to develop appropriate performance measurements and related data tracking and analysis methods and communicating the results to the public. Transportation organizations need assistance in developing and tracking measurements for assessing the benefits and impacts of tolling and congestion pricing strategies. Congestion pricing may be a critical and efficient method of managing congestion and enhance system efficiency. The current national momentum is growing and aids in the implementation of trial projects. Many states are closely watching the deployment and performance of existing projects. Setting up the appropriate framework and data tracking for measurement, evaluation, and communication will not only affect that specific state or MPO, but its success has potential impacts on many others. The research objective is to create a guide that provides Departments of Transportation (DOTs) and MPOs with specific information to develop appropriate performance measures, track data, and evaluate and effectively communicate the results of pricing projects based on various goals, but especially in terms of efficiency, system management, and maximizing throughput and available capacity. Specific measures that should be considered during the course of this research include system efficiency; system management; maximization of throughput and capacity; efficiency related to collection methods and tools; measures related to user benefit (such as decreased travel time and increased travel reliability); and measures related to efficiency and equity in toll revenue allocations.
KW - Congestion pricing KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - Metropolitan planning organizations KW - Performance measurement KW - State departments of transportation KW - Toll roads KW - Traffic congestion KW - Traffic flow UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2501 UR - https://trid.trb.org/view/1232708 ER - TY - RPRT AN - 01483679 AU - Connelly, John P AU - Hoel, Lester A AU - University of Virginia, Charlottesville AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Development of Access Management Performance Measures PY - 2009/05//Final Report SP - 96p AB - n 2007, the Virginia General Assembly passed legislation calling for Access Management, the regulation of entrances and intersections along highway corridors in Virginia. Some property owners may oppose access management. Therefore, performance measures are needed to assess whether the access management program is achieving its intended results. An important step of developing performance measures is to reach out to stakeholders. This can be both time consuming and expensive. This study (1) shows the effect of stakeholder involvement on the development of performance measures, (2) evaluates the challenges associated with involving stakeholders, and (3) makes recommendations for stakeholder involvement in the future. Two groups of stakeholders were involved: (1) the people who will be using the measures and (2) the people who will be implementing the measures. A survey was conducted of transportation professionals in Virginia to represent people who will be using the measures. A steering committee of Virginia Department of Transportation (VDOT) officials was appointed to represent people who will be implementing the measures. Involving these stakeholders affected the recommended performance measures in the following ways: (1) Measures must be easy to apply. (2) The final forms of the measures were tailored to VDOT. (3) Multiple measures were used rather than a single aggregate measure. (4) A target of improvement over time was set for all measures. (5) Safety was found to be important to measure. (6) Measures should involve a tangible result. (7) The uniform application of access management standards is important to measure. There are numerous challenges associated with involving stakeholders. If not properly handled, this task can become very time consuming. Some challenges are: (1) Thorough work must be conducted before, during, and after conducting a survey. (2) Selection of criteria to evaluate performance measures requires input from stakeholders. (3) Interaction with stakeholders requires preparation and follow-up. (4) When tailoring measures to a specific user, ability to compare to national standards should be retained. The following recommendations are made: (1) When performance measures are developed, involve the people who will be using and implementing them. (2) Adequately prepare for all interaction with stakeholders. KW - Access control (Transportation) KW - Performance measurement KW - Recommendations KW - Stakeholders KW - Virginia UR - http://www.mautc.psu.edu/docs/UVA-2007-02.pdf UR - https://trid.trb.org/view/1252433 ER - TY - RPRT AN - 01478207 AU - Nebraska Department of Roads AU - Federal Highway Administration TI - 2008 Continuous Traffic Count Data and Traffic Characteristics on Nebraska Streets and Highways PY - 2009/05 SP - 294p AB - The Nebraska Department of Roads, in cooperation with the Federal Highway Administration, collected and analyzed data at 61 continuous traffic count locations in 2008. 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 our 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 our stations. Short-term manual vehicle classification data was collected during 2009 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. The tables and graphs on the following pages are a summarization of the more detailed data presented in this report. KW - Average daily traffic KW - Design standards KW - Nebraska KW - Safety programs KW - Traffic counts KW - Traffic volume KW - U.S. Federal Highway Administration KW - Vehicle classification UR - http://nlcs1.nlc.state.ne.us/epubs/R6000/S009-2008.pdf UR - https://trid.trb.org/view/1247227 ER - TY - RPRT AN - 01478205 AU - Ardani, Ahmad AU - Mallela, Jagannath AU - Hoffman, Gary AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Montana Demonstration Project: Innovative Culvert Rehabilitation Using Trenchless Technologies PY - 2009/05//Draft Final Report SP - 37p AB - As part of a national initiative sponsored by the Federal Highway Administration (FHWA) under the Highways for LIFE (HfL) program, the Montana Department of Transportation (MDT) was awarded a grant to demonstrate the use of trenchless technologies in rehabilitating 10 deteriorated culverts on U.S. 12 over MacDonald Pass in Powell and Lewis and Clark Counties. This report documents the entire work effort, including the use of two innovative techniques to rehabilitate the corrugated steel pipe culverts. These innovative techniques included a cured-in-place pipe (CIPP) lining and a sliplining system using high-density polyethylene pipe (HDPEP) liners. The rehabilitation effort was a great success. By using trenchless technologies, MDT was able to perform the work without closing any lanes or interfering with traffic flow. The benefits of using CIPP and HDPE included the following: (1) Virtually eliminated traffic delays and lane closures; (2) Provided a safer environment for the traveling public and workers by eliminating exposure to traffic and construction activities; (3) Potentially improved quality because work was done in a controlled environment; (4) Eliminated costs associated with traffic control and roadway excavation; and (5) Attained user satisfaction. KW - Corrugated pipe KW - Culverts KW - Cured in place pipe KW - Highways for LIFE KW - Montana Department of Transportation KW - Rehabilitation (Maintenance) KW - Sliplining KW - Trenchless technology UR - http://www.fhwa.dot.gov/hfl/summary/pdfs/mt_81809.pdf UR - https://trid.trb.org/view/1247041 ER - TY - RPRT AN - 01454870 AU - Dunston, Philip S AU - Monty, James AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Practices for Seamless Transmission of Design Data from Design Phase to Construction Equipment Operation: A Synthesis Study PY - 2009/05//Final Report SP - 94p AB - The Indiana Department of Transportation (INDOT), in response to requests from the construction contracting community, has chosen to examine how to facilitate their contractors’ use of three-dimensional machine control (3D-MC) systems, especially GPS-based systems. INDOT recognizes that the prerequisite 3D project model, if available in its intelligent electronic form, may be leveraged by both INDOT and its project partners to automate the performance of tasks other than construction. Therefore, INDOT was compelled to initiate this study to investigate the state of technology and the experiences of other state transportation agencies (STAs) and to synthesize that information to formulate recommendations for INDOT to implement for utilizing the electronic design file (EDF). The emphasis of the study is to discern best practices for how to facilitate better collaborative work and how to advance the use of 3D-MC on INDOT projects while avoiding or mitigating any pitfalls associated with supporting the use of the new technology.The work plan conducted by Investigators from the Purdue University School of Civil Engineering involved a literature review to uncover information on performance of 3D-MC technologies and computer technologies and associated processes to enhance project team collaborations. Concurrently, the Investigators surveyed vendors of 3D-MC systems and contractors and designers to uncover critical lessons from their experience with these systems. A review of STA Web sites was conducted to gain an overview of STA requirements regarding design files and product offerings of two leading providers of project design and civil project management software were reviewed to assess the efficacy of EDF sharing. These reviews were compared against the INDOT Project Development Process to reveal opportunities to leverage electronic forms of the design files. Contacts established from the surveys and Web site reviews, yielded further contacts with engineering service providers and STA personnel who were primarily interviewed by phone. The STA contacts also provided or referenced documents that were valuable to the information gathering activity. The phone interviews and shared documents provided the greatest clarity regarding the progress of other STAs toward implementation.The study confirmed that there are accessible commercial products from the industry leaders that enable 3D design model creation, secure file sharing with version control. Digital terrain models (DTMs) from these products can be read and translated for input to the array of GPS-based 3D-MC system options that are capable of meeting typical standard construction tolerances. The companies also have incorporated enough interoperability to work across platforms, thus enabling seamless and collaborative 3D-model-based project delivery with the appropriate investment. INDOT is making the correct investment in software applications to realize this objective.With regard particularly to implementing 3D-MC, information from select STAs provided insight into options and considerations for project selection and specifications that clarify liability. STAs have assumed various positions of responsibility for making the DTM available to contractors, ranging from an official hands-off stance to one that prescribes GPS-based 3D-MC for certain projects. The Investigators encourage INDOT to pursue implementation through a program of pilot projects with special committee oversight responsible for assessing benefits and compiling lessons learned. A manageable set of objectives should be carefully set for each pilot project so that benefits can be convincingly demonstrated. Indiana design consultants seek leadership from INDOT and input from construction contractors regarding the critical data and information needs so that they can deliver the desired electronic design files with greatest efficiency and effectiveness. KW - Best practices KW - Computer aided design KW - Contractors KW - Data communications KW - Design KW - Global Positioning System KW - Indiana Department of Transportation KW - Technology assessment KW - Three dimensional machine control (3D-MC) KW - Three dimensional modeling KW - Transportation departments UR - http://dx.doi.org/10.5703/1288284314324 UR - https://trid.trb.org/view/1218795 ER - TY - RPRT AN - 01454443 AU - Frosch, Robert J AU - Kreger, Michael E AU - Talbott, Aaron M AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Earthquake Resistance of Integral Abutment Bridges PY - 2009/05//Final Report AB - Integral abutment construction has become a popular alternative to conventional bridge construction for short and intermediate length bridges. Integral abutment construction eliminates joints and bearings which reduce long-term maintenance costs. However, in the absence of joints and bearings, the bridge abutments and foundations must be able to accommodate lateral movements from thermal expansion and contraction of the superstructure and from seismic events. Previous research has focused on the response to thermal expansion and contraction. The current research examines the response of integral abutment bridges to seismic loading. A field investigation was conducted to examine the response of an integral abutment to lateral loading from thermal expansion and contraction. The results were used to calibrate analytical bridge models used to estimate displacements of the abutment during design seismic events. A laboratory investigation was conducted to estimate the lateral displacement capacity of the abutment based on the performance of the abutment-pile connection. Results of the field, analytical, and laboratory investigations were used to evaluate allowable bridge lengths based on seismic performance. Finally, design recommendations are provided to enhance the seismic performance of integral abutment bridges. KW - Analytical models KW - Bridge design KW - Earthquake resistant design KW - Field tests KW - Jointless bridges KW - Laboratory tests KW - Lateral displacement KW - Seismic loading UR - http://dx.doi.org/10.5703/1288284313448 UR - https://trid.trb.org/view/1218773 ER - TY - RPRT AN - 01454356 AU - Kao, Shih-Chieh AU - Chang, Ting Pong AU - Sultana, Rebeka AU - Konopka, Thomas AU - Govindaraju, Rao S AU - Partridge, Barry AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - The I-70 Greenfield Rest Area Wetland Projects PY - 2009/05//Final Report SP - 156p AB - On-site treatment of wastewater at highway rest areas poses some unique and difficult challenges because of the rural locale, high variability in wastewater flow rate and strength, and lack of knowledgeable personnel on-site. As a potential alternative, a constructed subsurface wetland system was built at the Interstate-70 rest stop nearby Greenfield, Indiana, in 2003. This wetland system, mainly composed of three wetland cells, also includes draw-and-fill and recirculation mechanisms to increase oxygen transfer to the wastewater and improve the overall treatment performance. Special considerations for highway rest areas have been emphasized. A dynamic hydraulic model was developed to help characterize the flows in the system and estimate the hydraulic retention time. The size of the Greenfield wetland was found to be sufficient in providing pretreatment that could help avoid potential surcharge from the local treatment plant, but was inadequate for direct onsite discharge. Though the draw-and-fill and recirculation mechanisms provided some treatment benefits, they raised the construction costs and maintenance needs. Constructed wetlands have been described as low-maintenance systems compared to other conventional wastewater treatment approaches, but proper maintenance of the wetland facilities was found to be a key factor in achieving good performance. Since wetland systems in highway rest areas have not been studied, this study provided useful information for possible future implementation of such systems. KW - Constructed wetlands KW - Hydraulic models KW - Indiana KW - Interstate 70 KW - Roadside rest areas KW - Sewage treatment KW - Wetlands UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=2644&context=jtrp UR - http://dx.doi.org/10.5703/1288284314296 UR - https://trid.trb.org/view/1218762 ER - TY - JOUR AN - 01384308 JO - Public Roads PB - Federal Highway Administration AU - Gross, F AU - Yunk, K TI - Using CRFs to improve highway safety [crash reduction factors] PY - 2009/05 VL - 72 IS - 6 SP - 26-31 KW - Accident analysis KW - Accident countermeasure KW - Crash analysis KW - Highway safety KW - Road safety KW - Road safety (engineering and vehicles) KW - Traffic safety KW - Usa UR - http://www.fhwa.dot.gov/publications/publicroads/09june/04.cfm UR - https://trid.trb.org/view/1152073 ER - TY - JOUR AN - 01384307 JO - Public Roads PB - Federal Highway Administration AU - Barnard, R K TI - A mix of innovations succeeds in Minnesota [road reconstruction] PY - 2009/05 VL - 72 IS - 6 SP - 10-5 KW - Highway maintenance KW - Highway operations KW - Road construction KW - Road construction KW - Road design and management KW - Road maintenance KW - Road management KW - Traffic flow KW - Traffic flow KW - Usa UR - http://www.fhwa.dot.gov/publications/publicroads/09june/02.cfm UR - https://trid.trb.org/view/1152072 ER - TY - JOUR AN - 01384306 JO - Public Roads PB - Federal Highway Administration AU - Armstrong, A AU - Surdahl, R AU - Armstrong, H G TI - Peering into the unknown [geophysical investigation] PY - 2009/05 VL - 72 IS - 6 SP - 2-9 KW - Bridge management KW - Bridge management systems KW - Geotechnical engineering KW - Geotechnical engineering KW - Highway engineering KW - Highway operations KW - Road engineering KW - Road management KW - Technology and Equipment KW - Usa UR - http://www.fhwa.dot.gov/publications/publicroads/09june/01.cfm UR - https://trid.trb.org/view/1152071 ER - TY - RPRT AN - 01375835 AU - Little, Sheri AU - Hartman, Gary AU - Pennsylvania Department of Transportation AU - Pennsylvania Department of Transportation AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Evaluation of Prismo Imprint PY - 2009/05//Final Report SP - 22p AB - The purpose of this research project is to evaluate the constructability and performance of Prismo Imprint synthetic overlays (manufacturer later changed to Ennis Paint, Inc.). Imprint is being evaluated as an alternative to brick pavers. This product can be installed in a few hours compared to days with brick pavers. Imprint is a hot applied wearing course comprising of a synthetic asphalt based compound, incorporating pigment, graded rubber granules and granite aggregate, reinforced with metal and glass fibers. The top layer of asphalt within the crosswalk area is milled. The molten imprint material is placed on the pavement and spread with a heated iron. Fine sand is spread over the recently laid asphalt, and then a metal mold is used to press the brick design. The Imprint can be installed quickly and easily. The product’s performance depends on the condition of the underlying pavement. The Imprint crosswalk is exhibiting some reflective cracking, but the pavement prior to milling had extensive alligator cracking with rutting. The road condition of the Imprint crosswalk is improved compared to the pavement leading up to the crosswalk. KW - Asphalt based materials KW - Constructability KW - Crosswalks KW - Evaluation KW - Imprint KW - Performance measurement KW - Synthetics KW - Wearing course (Pavements) UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/New%20Products%20&%20Innovations/Prismo%20Imprint,%20Evaluation%20of%202006-051.pdf UR - https://trid.trb.org/view/1142267 ER - TY - RPRT AN - 01343477 AU - King, William AU - Kabir, Md Sharear AU - Mohammad, Louay N AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Implementation of Testing Equipment for Asphalt Materials PY - 2009/05//Final Report SP - 69p AB - Three new automated methods for related asphalt testing were evaluated under this study in an effort to save time and reduce variability in testing. The Therymolyne SSDetect, Instrotek CoreLok and Instrotek CoreDry devices were evaluated throughout the state in nine district laboratories plus the Louisiana Transportation Research Center (LTRC) asphalt laboratory. The test methods for each of these devices were evaluated against the standard methods described in AASHTO T 84 and AASHTO T 166 (DOTD TR 304-03). Each laboratory used the SSDetect device to evaluate the Gsb (fine aggregate specific gravity) and absorption properties of fine aggregates. The CoreLok device was used to evaluate the bulk specific gravity (Gmb) of Superpave gyratory compacted (SGC) asphalt mixtures. The CoreDry device was used to evaluate the dry weights of SGC and roadway core samples of asphalt mixtures. Each of these devices is designed to reduce testing time considerably and to reduce operator error by automating the testing process. Results indicate that the SSDetect device shows better consistency in measuring the Gsb (dry) of the #11 limestone when compared to the conventional method, AASHTO T 84. The SSDetect method also shows better repeatability and reproducibility results than conventional methods for testing fine aggregates. Both AASHTO T 166 and CoreLok test methods are capable of measuring Gmb values for wearing course mixtures. The CoreLok device is more critical for determining voids in open graded mixtures because the conventional procedure to measure the saturated surface dry (SSD) weight is not applicable to open graded mixtures. The CoreLok procedure for computing the Gmb of asphalt mixtures is highly repeatable and reproducible. The CoreLok and CoreDry devices showed no significant difference of Gmb values of field cores compared to the conventional method of testing. The CoreDry method is a direct correlation to the conventional method. A cost analysis estimated a total annual savings to the Louisiana Department of Transportation and Development (LADOTD) of approximately $95,000.00. It is recommended that each of these devices be made available to each district for use to provide accurate and timely testing results for satisfying the quality assurance of asphalt materials and mixtures. KW - AASHTO T 166 KW - AASHTO T 84 KW - Air voids KW - Asphalt mixtures KW - Automation KW - Cost effectiveness KW - Fine aggregates KW - Instrotek Corelok System KW - Laboratory tests KW - Open graded aggregates KW - Quality assurance KW - Repeatability KW - Reproducibility KW - Specific gravity KW - SSDetect KW - Test procedures KW - Testing equipment UR - http://www.ltrc.lsu.edu/pdf/2011/fr_458.pdf UR - https://trid.trb.org/view/1105448 ER - TY - RPRT AN - 01207452 AU - Maher, Ali AU - Stein, Boris AU - Center for Advanced Infrastructure and Transportation AU - Twining Laboratories AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Developing Work for NJDOT in the Area of Concrete Pavements and Transportation Structures PY - 2009/05//Final Report SP - 8p AB - The objectives of this report are: analyze scope of work currently performed by the Bureau of Materials, and understand , based on facts available, current mission of the Bureau of Materials; to understand past and current tasks performed by the Center for Advanced Infrastructure and Transportation (CAIT )for the New Jersey Department of Transportation (NJDOT) and to establish future needs in the area of rigid pavements and structural concrete; to develop in collaboration with CAIT a vision proposal for future work with NJDOT, encompassing experience of both organizations, CAIT and Twining Laboratories, in: concrete and concrete materials testing and evaluation for quality control and quality assurance purposes, methods and equipment for non-destructive testing and monitoring pavements and structures, developing and implementing innovative concrete mixtures for building transportation infrastructure, and developing and implementing accelerated construction methods and to develop in collaboration with CAIT a work plan for integrating into various technical activities of NJDOT in the area of rigid pavements and structural concrete. KW - Admixtures KW - Concrete pavements KW - Materials tests KW - New Jersey KW - Nondestructive tests KW - Quality control KW - Rigid pavements KW - Structural concrete UR - http://ntl.bts.gov/lib/33000/33500/33578/TWIN-RU4474_0.pdf UR - https://trid.trb.org/view/968425 ER - TY - RPRT AN - 01164848 AU - Maher, Ali AU - Stein, Boris AU - Center for Advanced Infrastructure and Transportation AU - Twining Laboratories AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Developing Area of Concrete Pavements and Transportation Structures PY - 2009/05//Final Report SP - 8p AB - The objectives are: 1) to analyze the scope of work currently performed by the Bureau of Materials, New Jersey Department of Transportation (NJDOT); 2) to understand, based on facts available, current mission of the Bureau of Materials; 3) to understand past and current tasks performed by the Center for Advanced Infrastructure and Transportation (CAIT), Rutgers University for NJDOT and to establish future needs in the area of rigid pavements and structural concrete; 4) to develop in collaboration with CAIT a vision proposal for future work with NJDOT, encompassing experience of both organizations, CAIT and Twining Laboratories, in: concrete and concrete materials testing and evaluation for quality control and quality assurance purposes, methods and equipment for non-destructive testing and monitoring of pavements and structures, developing and implementing innovative concrete mixtures for building transportation infrastructure, and developing and implementing accelerated construction methods; and 5) to develop in collaboration with CAIT a work plan for integrating into various technical activities of NJDOT in the area of rigid pavements and structural concrete. KW - Accelerated construction KW - Center for Advanced Infrastructure and Transportation, Rutgers University KW - Concrete KW - Concrete bridges KW - Concrete pavements KW - Concrete tests KW - Mix design KW - New Jersey Department of Transportation KW - Nondestructive tests KW - Quality assurance KW - Quality control KW - Rigid pavements UR - http://cait.rutgers.edu/files/TWIN-RU4474_0.pdf UR - https://trid.trb.org/view/925807 ER - TY - RPRT AN - 01162858 AU - Abu-Farsakh, Murad Y AU - Yoon, Sungmin AU - Tsai, Ching AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Calibration of Resistance Factors Needed in the LRFD Design of Driven Piles PY - 2009/05//Final Report SP - 120p AB - This research project presents the calibration of resistance factors for the Load and Resistance Factor Design (LRFD) method of driven piles driven into Louisiana soils based on reliability theory. Fifty-three square Precast-Prestressed-Concrete (PPC) piles that were tested to failure were included in this investigation. The predictions of pile resistances were based on static analysis (Nordlund method for sand), three direct CPT methods [Schmertmann method, De Ruiter and Beringen method, and Bustamante and Gianeselli (LCPC) method], and the average of the three CPT methods. Also, dynamic measurements with signal matching analysis of pile resistances using the Case Pile Wave Analysis Program (CAPWAP), which is based on the measured force and velocity signals obtained near the pile top during driving, were calibrated. The Davisson and modified Davisson interpretation methods were used to determine measured ultimate load carrying resistances from pile load tests. The predicted ultimate pile resistances obtained using the different prediction methods were compared with measured resistances determined from pile load tests. Statistical analyses were carried out to evaluate the capability of the prediction design methods to estimate measured ultimate pile resistance of driven piles. The results showed that the static method over-predicts pile resistance, while the dynamic measurement with signal matching analysis [CAPWAP-EOD (end of drive) and 14 days BOR (beginning of restrike)] under-predicts pile resistance. Among the three direct CPT methods, the De Ruiter and Beringen method was the most consistent prediction method with the lowest COV. Reliability based analyses using the First Order Second Moment (FOSM) method, the First Order Reliability Method (FORM), and the Monte Carlo (MC) simulation method were also conducted to calibrate the resistance factors for the investigated pile design methods. The resistance factors with the target reliability of 2.33 for the different design methods were determined and compared with American Association of State Highway and Transportation Officials (AASHTO) recommendation values. In addition, the evaluation of different design methods was performed. KW - Bridge design KW - Calibration KW - Driven piles KW - Load and resistance factor design KW - Static loads UR - http://www.ltrc.lsu.edu/pdf/2010/fr_449.pdf UR - https://trid.trb.org/view/921213 ER - TY - RPRT AN - 01162050 AU - Federal Highway Administration TI - NC 119 Relocation, I-85/40 to south of SR-1918 (Mrs. White Lane), Mebane, Alamance counties : environmental impact statement PY - 2009/05//Volumes held: Draft, Final(2v) KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/923034 ER - TY - RPRT AN - 01160008 AU - Taylor, Gabriel AU - Moses, Lynn AU - Lowell, Steve AU - Allen, Tony AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Geologic Assessment of Potential Aggregate Source Areas in Pend Oreille County, Washington PY - 2009/05//Final Report SP - 46p AB - The Pend Oreille County geologic assessment of potential aggregate source investigation was conducted in order to provide engineering geology assistance to the Region in identifying marginal aggregate material and potential new sources of high quality aggregate material in Pend Oreille County. This report provides a summary of methods employed during our investigation and identifies geologic units and specific sites that have the potential to provide high quality aggregate for the Region. KW - Aggregates KW - Aggregates by source KW - Engineering geology KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/734.1.pdf UR - https://trid.trb.org/view/920506 ER - TY - RPRT AN - 01153271 AU - Rose, Jerry G AU - Guenther, Timothy E AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Vehicle Tire-Pavement Interfacial Surface Pressure Measurements and Assessments PY - 2009/05//Final Report SP - 54p AB - This report examines a method of using Piezoelectric Pressure-Sensitive Ink (Tekscan) Pressure Measurement System to evaluate vehicle tire pressures that are exerted on the surface of pavements. Upgrades to the Tekscan system facilitated refinements from previous research and allows for procedures to be modified in order to account for these improvements. Among the most significant advances is the ability to select various sensitivities within the software program. In addition to the methodology of evaluating calibration practices, sensitivity and sensor selection, it was important to determine how accurately the pressures and wheel loads can be computed from pavement tests. Also examined are the effects of variations of the measured tire inflation pressures on the measured contact areas. The Tekscan system is recognized as being applicable for measuring pressures in a variety of settings and conditions. This pavement research testing program adds to the knowledge base. The findings will ultimately lead to an enhanced understanding of how a pavement structure functions at the surface. This will aid in improving pavement design procedures. KW - Instruments for measuring loads or pressure KW - Pavement design KW - Pavements KW - Rolling contact KW - Surface pressure KW - Tire pressure UR - http://www.ktc.uky.edu/files/2012/06/KTC_09_08_FR_136_04_5F.pdf UR - https://trid.trb.org/view/914865 ER - TY - RPRT AN - 01153269 AU - Rose, Jerry G AU - Swiderski, Mary G AU - Anderson, Justin S AU - Walker, Lindsay A AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Highway-Railway At-Grade Crossings: Long-Term Settlement Measurements and Assessments PY - 2009/05//Final Report SP - 111p AB - The purpose of this research was to evaluate the long-term settlements for a wide variety of at-grade crossings. Twenty-four highway crossings were monitored to determine the effects of enhanced support on minimizing long-term settlements of the crossing surfaces. Settlements of the rail and highway approaches to the crossing areas were compared to settlements of the common crossing areas over an average service period of three years. Long-term settlements of crossings with traditional all-granular support materials were compared to crossings with enhanced support. The enhanced support was provided by substituting a layer of asphalt (termed underlayment) for the all-granular subballast layer. The trackbed crossings underlain with asphalt settled 41% of the amount for the all-granular supported trackbed crossings. In addition, the crossing areas underlain with asphalt settled 44% of the abutting all-granular supported track approaches. The statistical t-test validated the significance of the differential findings. Settlements of the all-granular track approaches to the crossings were statistically similar to each other and to the settlements of the all-granular crossing areas. KW - Asphalt KW - Granular materials KW - Railroad grade crossings KW - Railroad track beds KW - Settlement (Structures) KW - Subballast UR - http://www.ktc.uky.edu/files/2012/06/KTC_09_06_FR_136_04_3F.pdf UR - https://trid.trb.org/view/914864 ER - TY - RPRT AN - 01153267 AU - Rose, Jerry G AU - Witt, Thomas W AU - Renfro, Aaron F AU - Ridgeway, Nathan E AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Highway-Railway At-Grade Crossings: Rideability Measurements and Assessments PY - 2009/05//Final Report SP - 64p AB - This report provides two analyses for obtaining a quantitative means of rating the condition of railroad‐highway at‐grade crossings based on their measured roughness. Phase One of this report examined 11 crossings in the Lexington area by use of a laser based inertial profiler from the Kentucky Transportation Cabinet (KYTC) and a Face Rolling Dipstick. Phase Two was a continuation of Phase One with 26 crossings examined using inertial profilers from both the KYTC and the National Center of Asphalt Technology. Objective ratings based on rideability were obtained and wheelpath profiles were measured for each crossing. Several roughness indexes were computed from the measured profiles. A correlation between these indexes and subjective rideability ratings were examined in each study. Analysis of the data showed a tendency of objective ratings to decrease as roughness increases. This study found that highway inertial profilers are not an appropriate tool for determining roughness over short distances such as railroad crossings due to their application for testing of longer distances. It is anticipated that this report will be referenced for future research on this topic. KW - Correlation analysis KW - Dipstick KW - Field studies KW - Laser road profilers KW - Lexington (Kentucky) KW - Railroad grade crossings KW - Ride quality KW - Roughness UR - http://www.ktc.uky.edu/files/2012/06/KTC_09_07_FR_136_04_4F.pdf UR - https://trid.trb.org/view/914866 ER - TY - RPRT AN - 01153266 AU - Rose, Jerry G AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Highway-Railway At-Grade Crossing Structures: Optimum Design/Installation Practices and Management Program - An Overview PY - 2009/05//Final Report SP - 130p AB - Replacing and rehabilitating highway-railway at-grade crossings represent major track maintenance expenses for the U.S. highway governmental agencies and railroad industry. The ideal crossing system is one that will maintain a smooth surface and stable highway/trackbed for a long period of time minimizing costly and inconvenient disruptions to highway and rail traffic. This report describes the consensus goals for, and the development of, a cooperative, fast-track crossing renewal system for an ideal highway-railway crossing management program. The performance-based process utilizes premium structural materials and construction techniques to provide long-term, cost effective, smooth, and safe crossings. Specifically stressed is the desirability of using a high-modulus, waterproofing, structural layer composed of hot-mix asphalt. Detailed descriptions are provided for several representative projects. These include typical installation processes, installation time studies, photographic documentation, and cost/economic evaluations. References are provided for Performance Measures that are documented in succeeding reports emanating from this project. These include 1) Trackbed and Surface Pressure Measurements, 2) Long-Term Settlement Measurements, 3) Rideability Measurements, and 4) Interfacial Surface Pressure Measurements. KW - Design KW - Hot mix asphalt KW - Installation KW - Management KW - Railroad grade crossings KW - Rehabilitation (Maintenance) UR - http://www.ktc.uky.edu/files/2012/06/KTC_09_04_FR_136_04_1F.pdf UR - https://trid.trb.org/view/914860 ER - TY - RPRT AN - 01153265 AU - Rose, Jerry G AU - Durrett, Daniel M AU - Walker, Lindsay A AU - Stith, Jason C AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Highway-Railway At-Grade Crossings: Trackbed and Surface Pressure Measurements and Assessments PY - 2009/05//Final Report SP - 63p AB - Techniques are described for installing instrumentation within highway/railway crossings – to measure vertical pressures under moving highway and railway loadings – using earth pressure cells. Also, techniques are described for installing instrumentation between rail base/tie plate interfaces – to measure vertical pressures under moving railway loadings – using pressure sensitive ink sensors. In addition, the sensors were used to measure the surface pressures imparted by highway vehicles on crossing surfaces. Data are presented for several crossings including a wide variety of conditions and loading intensities. The data serve to quantify pressure gradients within highway/railway crossings for application to structural design analyses. KW - Installation KW - Instruments for measuring loads or pressure KW - Load cells KW - Railroad grade crossings KW - Structural design UR - http://www.ktc.uky.edu/files/2012/06/KTC_09_05_FR_136_04_2F.pdf UR - https://trid.trb.org/view/914862 ER - TY - RPRT AN - 01146796 AU - Solaimanian, Mansour AU - Stoffels, Shelley M AU - Yin, Hao AU - Bae, Abraham AU - Sadasivam, Suri AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Superpave In-Situ Stress/Strain Investigation, Phase II Volume III: Field Data Collection and Summary PY - 2009/05//Final Report SP - 313p AB - Phase II of the PennDOT-sponsored project Superpave In-Situ Stress/Strain Investigation (SISSI) was initiated in June 2006 and completed in November 2008. This phase of the project was focused on extensive analysis of the collected data during Phase I and implementation of results from Phase I. Field-focused efforts during Phase II consisted of collection of pavement condition data, dynamic data, falling weight deflectometer data, traffic data, in-situ modulus data, and environmental data. All SISSI sites appeared to be in good shape except for the two overlaid pavement sections at the Warren and Delaware sites. At these two sites, a significant number of the longitudinal cracks at the lane-lane and lane-shoulder joints were probably due to poor construction. Transverse cracks on the pavement surface may be induced by underlying concrete slabs. Durability of Superpave mixes was of concern at two of these sites, Warren and Mercer. The project's last pavement condition survey at the Warren site indicated no cracking of the pavement mat at the site even though minor to moderate raveling and loss of fine was evident at the vicinity of the longitudinal joint. The minor to moderate raveling observed at the Mercer site is probably an indication of insufficient binder content for the mix used at this site. In general, some Superpave mixes have demonstrated that they are highly resistant to rutting, and this excellent rut resistance has come at the cost of lower durability in some cases. In general, the field-measured rutting, after 5 to 8 years of service, ranged from 2.5 to 8.5 millimeters, indicating excellent rut resistance of SISSI mixtures at all of the sites. Dynamic data collected during Phase II indicated significantly larger strain levels induced in the pavement during warmer times and lower speeds compared to colder seasons and higher speeds. Backcalculated moduli of asphalt concrete from FWD measurements were compared with the laboratory-obtained elastic moduli. The comparisons indicated that the backcalculated moduli were always higher than the laboratory determined values. The present report is one of four volumes, Volume I: Summary Report; Volume II: Materials Characterization; Volume III: Field Data Collection and Summary; Volume IV: Mechanistic Analysis and Implementation. KW - Asphalt concrete KW - Data collection KW - Deformation curve KW - Durability KW - Environment KW - Falling weight deflectometers KW - Field studies KW - Pavement condition rating KW - Pavement design KW - Pennsylvania KW - Rutting KW - Superpave KW - Traffic data UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/SISSI/Phase%20II/ UR - https://trid.trb.org/view/906418 ER - TY - RPRT AN - 01146793 AU - Stoffels, Shelley M AU - Solaimanian, Mansour AU - Yin, Hao AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Superpave In-Situ Stress/Strain Investigation, Phase II Volume IV: Mechanistic Analysis and Implementation PY - 2009/05//Final Report SP - 123p AB - The SISSI data were utilized in the Mechanistic-Empirical Pavement Design Guide (MEPDG), and the predicted condition parameters were compared to those measured in the field. Overall, it was found that the MEPDG only made somewhat reasonable predictions for rutting. It is therefore essential to perform local calibration. The SISSI data provide a valuable source of both response and performance data for that purpose. In order to further understand the sources of differences between measured and predicted performance, it is important to evaluate the differences in mechanistic responses. Therefore, independent mechanistic analysis was conducted in order to compare the responses from finite element analysis to those measured from the instrumentation in the field. In order to correct the finite element responses to correspond to field conditions under a variety of environmental and loading conditions, a site-specific procedure was developed to extrapolate the results. Finite element analysis was also utilized to model loading with the falling weight deflectometer. A comparison of the responses from embedded instrumentation devices during the FWD loading was also made. For surface deflections, the average prediction errors were 9 and 12 percent when using backcalculated and laboratory AC moduli, respectively. For the strain and stress responses, the predicted responses consistently exceeded the measured responses, with a prediction error of 30 to 50%. Finally, parametric studies were conducted to examine possible sources of error in the SISSI experiment. The variation of loading pulse with depth was examined and correction procedures were utilized. An additional concern was that the strain gages themselves might alter the pavement structure and affect the overall response. Therefore, detailed finite element analysis was performed to examine the potential magnitude of the strain gage effects. It was found that the strain gages might result in an error of up to about 80% depending upon other conditions. As the Pennsylvania Department of Transportation moves to adopt and implement the MEPDG, these analyses provide a basis for utilizing the SISSI data in its understanding and calibration. The present report is one of four volumes, Volume I: Summary Report; Volume II: Materials Characterization; Volume III: Field Data Collection and Summary; Volume IV: Mechanistic Analysis and Implementation. KW - Deformation curve KW - Falling weight deflectometers KW - Field studies KW - Finite element method KW - Instrumentation KW - Mechanistic design KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pavement performance KW - Pennsylvania KW - Rutting KW - Superpave UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/SISSI/Phase%20II/ UR - https://trid.trb.org/view/906455 ER - TY - RPRT AN - 01146784 AU - Solaimanian, Mansour AU - Premkumar, Laxmikanth AU - Yin, Hao AU - Chehab, Ghassan AU - Stoffels, Shelley M AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Superpave In-Situ Stress/Strain Investigation, Phase II Volume II: Materials Characterization PY - 2009/05//Final Report SP - 151p AB - The characterization of materials is an integral part of the overall effort to validate the Superpave system and to calibrate the performance prediction models for the environmental conditions observed in the Commonwealth of Pennsylvania. Material properties are among the most important input parameters to the models of the Mechanistic Empirical Pavement Design Guide for flexible pavements. An extensive laboratory testing program was followed during Phases I and II of the Superpave In-Situ Stress Strain Investigation (SISSI) project to determine binder properties, mix volumetric properties, and mix engineering properties. Testing of SISSI binders during Phase II with the bending beam rheometer at various temperatures and loading times showed that the equivalence principle of testing at low temperature is not satisfied. The indirect tensile creep and strength tests on wearing layers of SISSI provided a ranking of these mixtures based on their low temperature material properties. Fracture analysis of SISSI mixtures indicated that the maximum tensile stress is independent of the type of asphalt concrete mixtures. Considerable deviations were observed between the calculated fracture energy from linear elastic and linear viscoelastic solutions. Results of repeated shear testing at maximum pavement temperature indicate performance of SISSI mixtures to be in the range of good to excellent since no excessive permanent deformation was observed from these laboratory tests. The present report is one of four volumes, Volume I: Summary Report; Volume II: Materials Characterization; Volume III: Field Data Collection and Summary; Volume IV: Mechanistic Analysis and Implementation. KW - Asphalt concrete KW - Binders KW - Deformation curve KW - Mechanistic design KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Properties of materials KW - Superpave UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/SISSI/Phase%20II/ UR - https://trid.trb.org/view/906409 ER - TY - RPRT AN - 01146761 AU - Solaimanian, Mansour AU - Yin, Hao AU - Stoffels, Shelley M AU - Premkumar, Laxmikanth AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Superpave In-Situ Stress/Strain Investigation, Phase II Volume I: Summary Report PY - 2009/05//Final Report SP - 116p AB - To address Superpave design concerns the Pennsylvania Department of Transportation (PennDOT) sponsored a comprehensive 5-year project called Superpave In-Situ Stress/Strain Investigation (SISSI). Phase I ran from May 2001 - May 2006. The second phase was completed on November 30, 2008. This project was a unique, state-of-the-art instrumentation, validation and analysis project that encompassed eight different pavement sections in the northern and southern parts of Pennsylvania. With the very extensive amount of data collected during Phase I of the project, it was decided that Phase II would focus on extensive analysis of the collected data and implementation of results from Phase I. The major goal of Phase II was to use the SISSI data with the AASHTO newly developed mechanistic design guide (MEPDG). The present report is one of four volumes, Volume I: Summary Report; Volume II: Materials Characterization; Volume III: Field Data Collection and Summary; Volume IV: Mechanistic Analysis and Implementation. This is the summary report for Phase II of the Superpave In-Situ Stress/Strain Investigation. KW - Deformation curve KW - Field studies KW - Mechanistic design KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pennsylvania KW - Superpave UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/SISSI/Phase%20II/ UR - https://trid.trb.org/view/906402 ER - TY - RPRT AN - 01146340 AU - Krupa, Cathy AU - Kearney, Tom AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Truck Size and Weight Enforcement Technologies - State of the Practice PY - 2009/05//Final Report SP - 66p AB - This report is a deliverable of Task 2 of FHWA’s Truck Size and Weight Enforcement Technology Project. The primary project objective was to recommend strategies to encourage the deployment of roadside technologies to improve truck size and weight enforcement in the United States. The objective of Task 2 was to evaluate the state of the practice for using roadside technologies in enforcement activities. Task 2 was supported by an expanded data collection effort designed to capture the “best practices” of states with differing approaches to utilizing technologies. Emphasis was placed on weigh-in-motion (WIM) activities during State site visits and phone interviews. Information about other technologies used by states for enforcement, especially technologies used in association with WIM, also was captured. A list of participating states is included toward the end of the report. Summarized information about their usage of technologies is provided in template format at the end of the report. WIM applications for enforcement are described for the best practice states that participated in this project. These applications include high-speed WIM used in fixed weigh station operations; low-speed WIM used for sorting on weigh station ramps; and screening at WIM sites using any of a number of vehicle identification methods, including unaided visual identification, camera (digital imaging) systems, and automatic vehicle identification (AVI) such as license plate readers and USDOT number readers. Virtual weigh stations, which employ digital imaging that may be augmented with AVI capabilities, are featured in the report. KW - Automated enforcement KW - Size and weight regulations KW - Technology KW - Trucks KW - Vehicle size KW - Vehicle weight KW - Virtual weigh stations KW - Weigh in motion KW - Weigh stations UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09050/roadside_tech.pdf UR - https://trid.trb.org/view/905616 ER - TY - SER AN - 01142079 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Al-Qadi, Imad L AU - Wang, Hao AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Pavement Damage Due to New Tire Designs PY - 2009/05 IS - 09-048 SP - 74p AB - The objective of this study is to evaluate pavement damage due to new tire designs using accelerated pavement testing (APT) and finite element (FE) modeling. Three tire configurations were investigated in this study, including the newly developed wide-base tire (455/55R22.5), an older generation of wide-base tire (425/65R22.5), and the conventional dual-tire configuration. Four full-depth flexible pavement sections with three various hot-mix-asphalt (HMA) thicknesses (6, 10 and 16.5 in. [152, 254, and 420 mm]) were exposed to APT. The measured tensile strains at the bottom of the HMA were compared under various tire loading conditions. A three-dimensional (3D) FE model was successfully developed to predict the pavement responses caused by various tire configurations and validated by field measurements. The developed 3D FE model incorporates the measured 3D tire-pavement contact stresses, HMA linear viscoelasticity, continuous moving load, and implicit dynamic analysis. Results of pavement damage analysis indicate that the wide-base 455 tire causes greater fatigue damage and subgrade rutting than the conventional dual-tire assembly does when carrying the same load. However, the relative damage ratios between various configurations at the same load decrease as the pavement thickness increases. On the other hand, the wide-base 455 tire causes less top-down cracking, “near-surface” cracking, and HMA rutting damage than the conventional dual-tire assembly does. Generally, the results show that using a wide-base 455 tire results in the least amount of pavement damage for an interstate road, slightly greater damage for a primary road, and more damage for a local road. KW - Contact stresses KW - Design KW - Dual tires KW - Pavement cracking KW - Pavement performance KW - Rolling contact KW - Rutting KW - Tires KW - Wide single tires UR - http://ntl.bts.gov/lib/31000/31000/31036/ICT-09-048.pdf UR - https://trid.trb.org/view/902151 ER - TY - SER AN - 01142071 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Al-Qadi, Imad L AU - Buttlar, William Glen AU - Baek, Jongeun AU - Kim, Minkyum AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Cost-Effectiveness and Performance of Overlay Systems in Illinois - Volume 1: Effectiveness Assessment of HMA Overlay Interlayer Systems Used to Retard Reflective Cracking PY - 2009/05 IS - 09-044 SP - 195p AB - This project evaluated the ability of interlayer systems used in HMA overlays to retard reflective cracking. Field crack surveys and forensic investigation, including video imaging and ground penetrating radar surveys as well as laboratory testing of cored specimens, were conducted to examine the behavior of reflective cracking and reflective cracking control systems applied in Illinois. Crack extent and severity were recorded at 24 locations across Illinois. The performance evaluation focused on five types of interlayer systems: area- and strip-type non-woven fabric; two strip-type composite; and a fine, high polymer content HMA interlayer system. Two reflective cracking indices were developed to characterize the condition of HMA overlays regarding reflective cracking as well as transverse cracking. In addition, a performance benefit ratio parameter, PBR, was developed to assess the performance of treated pavements relative to control sections. The study provided a quantitative assessment for various types of reflective cracking interlayer systems. In addition, it provides a means to predict the performance of several interlayer systems under various vehicular and environmental loading conditions through a simple ESALs-TL chart. A companion report (volume 2) provides tools for the selection of appropriate reflective crack control treatments based upon traffic, climate, and life cycle costs using a user-friendly life cycle cost analysis program (CIND – Cost-effective INnterlayer system Decision program). KW - Bituminous overlays KW - Cost effectiveness KW - Crack control KW - Hot mix asphalt KW - Life cycle costing KW - Pavement cracking KW - Pavement performance KW - Reflection cracking KW - Rehabilitation (Maintenance) UR - http://ntl.bts.gov/lib/31000/31000/31032/ICT-09-044.pdf UR - https://trid.trb.org/view/902130 ER - TY - SER AN - 01142056 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Al-Qadi, Imad L AU - Buttlar, William Glen AU - Baek, Jongeun AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Cost-Effectiveness and Performance of Overlay Systems in Illinois - Volume 2: Guidelines for Interlayer System Selection Decision When Used in HMA Overlays PY - 2009/05 IS - 09-045 SP - 91p AB - In an effort to control reflective cracking in hot-mix asphalt (HMA) overlays placed over Portland Cement Concrete (PCC) pavements, several reflective crack control (RCC) systems, including interlayer systems, have been used. However, the cost-effectiveness of interlayer systems is still in doubt due their performance and additional costs. In this project, a decision making procedure to aid in the selection of cost-effective interlayer systems was developed. As a core step in evaluating the benefit-cost ratio (B/C) of interlayer systems, a user-friendly life-cycle cost analysis (LCCA) program, CIND (Cost-effective INterlayer system Decision program) was developed. Based on sensitivity analysis, a B/C prediction model was proposed, which takes into account a performance benefit ratio (PBR) parameter, a material cost ratio (MCR), and a construction time ratio (CTR). Using the B/C model, a table was developed which allows the user to determine the most cost-effective interlayer system in a rehabilitation project for a given equivalent single-axle load (ESAL) level, representative low temperature (TL), and existing concrete pavement joint spacing (JS). Finally, a decision making tree was constructed to simplify the process of determining the most cost-effective and compatible interlayer system for a given project. Depending on project significance and/or information availability, pavement engineers can select from one of three newly developed B/C evaluation tools (in order of sophistication): application tables, B/C prediction model, and the CIND computer program. Using these tools, it was found that B/C increases as PBR increases or MCR and CTR decrease. In general, System D is cost-effective in a wide range of ESALs and TL values; especially in a cold region with lower traffic volume. The application range is reduced with the increase of JS, however. System E is relatively cost-effective only in warm regions having higher traffic volume. KW - Bituminous overlays KW - Cost effectiveness KW - Decision making KW - Hot mix asphalt KW - Interlayers (Pavements) KW - Life cycle costing KW - Pavement cracking KW - Pavement performance KW - Rehabilitation (Maintenance) UR - http://ntl.bts.gov/lib/31000/31000/31033/ICT-09-045.pdf UR - https://trid.trb.org/view/902132 ER - TY - SER AN - 01142041 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Medina, Juan C AU - Benekohal, Rahim F AU - Chitturi, Madhav AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Video Detection Systems, Volume 2 - Effects of Illumination Conditions in the Performance of Video Detection Systems PY - 2009/05 IS - 09-046 SP - 59p AB - The evaluation of three Video Detection Systems (VDS) at an instrumented signalized intersection in Rantoul Illinois, at both stop bar and advance detection zones, was performed under a wide range of lighting and weather conditions. The evaluated VDS are: Autoscope, Iteris and Peek. This document describes the effects of different illumination conditions (dawn, sunny morning, cloudy noon, dusk, and night) on false, missed, stuck-on, and dropped calls (errors in detection). Results showed that the illumination conditions significantly affect the performance of VDS. The best performance was found during cloudy noon conditions, with false calls lower than 4% for four of the six detection zones, but for the other two zones false calls were up to 18% and up to 21%, missed calls lower than 1% at stop bar, and up to 2.8% at advance zones, stuck-on calls lower than 1%, and no dropped calls. During dawn, false calls increased for the three VDS (up to 23%), and missed calls increased by 18% only in one system in one specific zone. During a sunny morning, false calls increased in greater proportion in zones where vehicle shadows were more prominent (up to 21% at stop bar and up to 43% at advance zones). Results during the dusk condition followed trends similar to the dawn, but with higher increases in false calls (ranging from no change to about 50% increase), and higher increases in the missed calls observed for one VDS. Lastly, during night, false calls increased for specific zones and systems, and various trends with relatively small changes were found in terms of missed calls. The findings of this study are published in four separate volumes. The other three volumes cover the effects of detection zone configuration changes, windy conditions, and adverse weather conditions. KW - Daylight KW - Evaluation and assessment KW - Light KW - Night KW - Performance KW - Signalized intersections KW - Video imaging detectors KW - Weather UR - http://ntl.bts.gov/lib/31000/31000/31034/ICT-09-046.pdf UR - https://trid.trb.org/view/902145 ER - TY - SER AN - 01142038 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Medina, Juan C AU - Benekohal, Rahim F AU - Chitturi, Madhav AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Video Detection Systems, Volume 3 - Effects of Windy Conditions in the Performance of Video Detection Systems PY - 2009/05 IS - 09-047 SP - 46p AB - The performance of three Video Detection Systems (VDS), namely Autoscope, Iteris, and Peek, was evaluated at stop bar and advance locations, at an instrumented signalized intersection located in Rantoul, Illinois, utilizing a side-by-side installation and large data sets covering a variety of conditions. This report contains the analysis and findings of the VDS performance under windy conditions during cloudy noon, sunny morning, and nighttime. There are three other reports that describe the effects of adverse weather, illumination, and adjusting the configuration of the VDS zones. The performance of the VDS in windy conditions was assessed based on the frequency of false, missed, stuck-on, and dropped calls (errors in detection); and was compared to calm weather scenarios (without wind). Results indicate minor wind effects during cloudy conditions at the stop bar zones, and less than 10% increases in the false calls at advance zones. In the sunny morning scenario (where long shadows were observed) false calls increased significantly at both stop bar (22-39%) and advance zones (20- 70%), missed calls increased at advance zones for one VDS, while they decreased for the other two VDS, and stuck-on calls increased by less than 2% due to the shadow of the crossing street pole. At nighttime, false calls increased at stop bar zones (5-53%), and at advance zones (2-27%), and there were small fluctuations in the percentage of missed calls. KW - Clouds KW - Daylight KW - Evaluation and assessment KW - Night KW - Performance KW - Signalized intersections KW - Sunlight KW - Video imaging detectors KW - Wind UR - http://ntl.bts.gov/lib/31000/31000/31035/ICT-09-047.pdf UR - https://trid.trb.org/view/902148 ER - TY - RPRT AN - 01138529 AU - Kerenyi, Kornel AU - Sofu, Tanju AU - Guo, Junke AU - GKY and Associates, Incorporated AU - University of Nebraska, Lincoln AU - Federal Highway Administration TI - Hydrodynamic Forces on Inundated Bridge Decks PY - 2009/05//Laboratory Report SP - 48p AB - The hydrodynamic forces experienced by an inundated bridge deck have great importance in the design of bridges. Specifically, the drag force, lift force, and the moment acting on the bridge deck under various levels of inundation and a range of flow conditions influence the design and construction of the bridge. This report explores the forces acting on bridges in two ways. First, through physical experimentation on scaled-down bridge deck models tested in a flume and then with computational fluid dynamics (CFD) simulation models. Three bridge deck prototypes were used for the experimentation: a typical six-girder highway bridge deck, a three-girder deck, and a streamlined deck designed to better withstand the hydraulic forces. The forces (expressed as nondimensional force coefficients) on each of the bridge deck shapes were measured in the laboratory with an ultra-precise force balance under a range of inundation scenarios (including partial inundation) and at four different velocities characterized by Froude numbers in the range of 0.16 to 0.32. CFD modeling was performed using both the Fluent® and STAR-CD® software packages. The CFD models were calibrated to the flow conditions of the six-girder bridge, and these same conditions were used for the other two bridge shapes. A range of model options were tested including two-dimensional versus three-dimensional models, different mesh resolutions, boundary conditions, and turbulence models; their effect on the accuracy of results and processing efficiency were noted. Fitting equations were generated to create an envelope around the experimental data and create design charts for each of the bridge types and force coefficients. Finally, the CFD models, though they can match some of the general behavior of experimental models in terms of the relationship between inundation ratio and force measured at the bridge, do not yet faithfully reproduce the critical values of the hydraulic forces and show very little response to velocity. The CFD simulations seem promising as a method to test bridge designs, but more research is needed before complex designs can be tested wholly in the CFD realm. However, the design charts from the experimental results should be a valuable tool for the bridge designer in a wide range of design applications. KW - Bridge decks KW - Bridge design KW - Design charts KW - Equations KW - Fluid dynamics KW - Flumes KW - Hydrodynamics KW - Inundation KW - Laboratory tests KW - Scale models KW - Simulation KW - Water pressure UR - http://www.fhwa.dot.gov/publications/research/infrastructure/hydraulics/09028/ UR - http://www.fhwa.dot.gov/publications/research/infrastructure/hydraulics/09028/ UR - https://trid.trb.org/view/898780 ER - TY - JOUR AN - 01137464 JO - Public Roads PB - Federal Highway Administration AU - Barnard, R Kent TI - A Mix of Innovations Succeeds in Minnesota PY - 2009/05 VL - 72 IS - 6 SP - pp 10-15 AB - The Federal Highway Administration's Highways for LIFE (HfL) program helps identify, promote, and accelerate adoption of technologies and innovations that will improve safety and highway quality while reducing congestion caused by construction. A project in Minnesota, one of the first to receive HfL funding, demonstrates how combining innovations and best practices can contribute to a successful reconstruction. In 2006, the Minnesota Department of Transportation's (Mn/DOT) faced the dual challenges of reducing congestion on a busy urban highway in North St. Paul and ensuring safe pedestrian passage across the roadway. Plans for an elevated pedestrian crossing eventually morphed into full-blown highway reconstruction. In executing the project, Mn/DOT personnel and city officials deployed a mix of innovations that helped make the project a success. Mn/DOT surveyed the public about whether to partially or fully close the road during construction, reached out to local businesses and residents affected by the project, and applied new technologies to get the job done faster. Because the public surveys did not reveal a clear preference one way or the other, Mn/DOT opted for full closure, which would allow faster construction, be less expensive and safer for workers and motorists, and yield a higher quality roadway. Mn/DOT sponsored a variety of community outreach events, including open houses, newsletters, and sessions with business people to help them attract customers to their businesses during construction. In addition to the public involvement efforts, Mn/DOT applied innovative construction techniques on the reconstruction, including machine control technology and intelligent compaction. Although construction of the entire highway was not completed until late summer 2008, Mn/DOT was able to lift the road closure sooner than predicted. A follow up survey of residents, businesses, and commuters to evaluate the closure portion of the project showed that respondents were overwhelmingly positive about the closure and the progress of the entire construction project. KW - Construction management KW - Highways for LIFE KW - Innovation KW - Intelligent compaction KW - Machine control KW - North Saint Paul (Minnesota) KW - Public information programs KW - Public opinion KW - Public participation KW - Reconstruction KW - Road construction KW - Street closure KW - Surveys UR - http://www.fhwa.dot.gov/publications/publicroads/09june/02.cfm UR - https://trid.trb.org/view/897532 ER - TY - JOUR AN - 01137461 JO - Public Roads PB - Federal Highway Administration AU - McNinch, Terance L AU - Colling, Timothy K TI - Traffic Safety Education for Nonengineers PY - 2009/05 VL - 72 IS - 6 SP - pp 32-39 AB - A disproportionately large number of severe and fatal crashes occur on local roads. Reducing the high crash rate on local roads is complicated by the fact that local agency engineers, administrators, and elected officials are faced with dozens of other public works priorities demanding their attention, and few agencies possess the necessary technical resources to improve traffic safety. This article describes initiatives implemented by the Michigan Department of Transportation and Michigan's Local Technical Assistance Program to improve local roads. The agencies have combined workshops for technical and nontechnical audiences with hands-on assistance and analysis tools to help local agencies continue to make local roads safer. The high level of participation and interest by both the engineering and nonengineering communities would seem to indicate that traffic safety on the local system will continue to improve over coming years as the positive effects of these countermeasures and treatments are realized. KW - Case studies KW - Highway safety KW - Local government agencies KW - Local roads KW - Local Technical Assistance Program KW - Michigan KW - Michigan Department of Transportation KW - Safety education KW - Technical assistance KW - Traffic safety KW - Workshops UR - http://www.fhwa.dot.gov/publications/publicroads/09june/05.cfm UR - https://trid.trb.org/view/897535 ER - TY - JOUR AN - 01137459 JO - Public Roads PB - Federal Highway Administration AU - Carson, Jodi AU - Kearney, Tom TI - Exploring Vehicle Size And Weight Solutions PY - 2009/05 VL - 72 IS - 6 SP - pp 16-25 AB - Commercial motor vehicle size and weight (VSW) requirements are in place for roadway safety and infrastructure preservation. To improve the efficiency and effectiveness of VSW enforcement in the United States, the Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program conducted an international scan tour in 2006 to six European countries that are using innovative practices, procedures, and technologies to enforce VSW. Based on the scan team's observations, the near-term activities to support U.S. implementation include a pilot installation of a bridge weigh-in-motion (WIM) system on a representative structure, a demonstration of the European mobile enforcement approach to prescreening suspected overweight vehicles, a case study describing the effective use of WIM data, and a synthesis of existing research on linkages between overweight commercial motor vehicles and roadway safety. Additional strategies intended for investigation for potential U.S. implementation include a heavy goods vehicle control facility modeled after facilities observed in Switzerland, the use of WIM systems for direct enforcement, and behavior-based enforcement activities that target habitually noncompliant carriers. KW - Commercial vehicles KW - Europe KW - Innovation KW - Law enforcement KW - Size and weight regulations KW - Study tours KW - Weigh in motion UR - http://www.fhwa.dot.gov/publications/publicroads/09june/03.cfm UR - https://trid.trb.org/view/897533 ER - TY - JOUR AN - 01137458 JO - Public Roads PB - Federal Highway Administration AU - Gross, Frank AU - Yunk, Karen TI - Using CRFs To Improve Highway Safety PY - 2009/05 VL - 72 IS - 6 SP - pp 26-31 AB - A crash reduction factor (CRF) is the percentage crash reduction that might be expected after implementing a given countermeasure at a specific site. CRFs help identify the countermeasures with the most potential to save lives. Although CRFs are not a recent innovation since states have included safety analysis and cost information factors in project decisions for years, new CRF resources consolidate the latest CRF-related information into one place. This article discusses tools that the Federal Highway Administration and its partners have developed to promote use of CRFs in the transportation community. The resources include a desktop reference for using CRFs; three documents containing countermeasures targeting intersection, pedestrian, and roadway departure crashes; a CRF clearinghouse (in development); decision-making tools that use CRFs; and two training courses. The article also highlights how the New Jersey Department of Transportation is using CRFs to support its Highway Safety Improvement Program. KW - Case studies KW - Clearinghouses KW - Countermeasures KW - Crash reduction factors KW - Decision support systems KW - Documents KW - Highway safety KW - New Jersey Department of Transportation KW - Training programs UR - http://www.fhwa.dot.gov/publications/publicroads/09june/04.cfm UR - https://trid.trb.org/view/897534 ER - TY - JOUR AN - 01137453 JO - Public Roads PB - Federal Highway Administration AU - Armstrong, Amit AU - Surdahl, Roger AU - Armstrong, H Gabriella TI - Peering Into the Unknown PY - 2009/05 VL - 72 IS - 6 SP - pp 2-9 AB - Transportation engineers often need to learn about conditions beneath the surface when they plan to rehabilitate existing roads or build new ones. However, test borings and excavations themselves can be intrusive, especially in environmentally sensitive areas. The Federal Highway Administration increasingly is using geophysical imaging and geophysical testing methods for site characterization and geotechnical investigations before and during highway construction. These methods represent environmentally sensitive options for collecting timely information that can influence design quality and roadway performance. Nondestructive geophysical methods, which include seismic refraction and reflection and ground penetrating radar, enable engineers to peer into the unknown and gain detailed knowledge of highly variable subsurface conditions to improve safety during construction and mitigate project risks and costs. This paper highlights geophysical investigation techniques and successful applications thereof on recent Federal Lands Highway projects. KW - Case studies KW - Geophysical prospecting KW - Geophysics KW - Ground penetrating radar KW - Imaging systems KW - Nondestructive tests KW - Seismic reflection holography KW - Seismic refraction KW - Subsoil KW - Tomography KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/09june/01.cfm UR - https://trid.trb.org/view/897531 ER - TY - SER AN - 01135878 JO - TechBrief PB - Federal Highway Administration TI - Safety Evaluation of Lane and Shoulder Width Combinations on Rural, Two-Lane, Undivided Roads PY - 2009/05 IS - FHWA-HRT-09-032 SP - 8p AB - This is a technical summary of the Federal Highway Administration (FHWA) report with the same title, FHWA-HRT-09-031. The safety effectiveness of various lane-shoulder width combinations for a fixed paved width is explored empirically in this study to provide better support to the States when selecting a lane-shoulder combination for a given paved width on rural, two-lane, undivided roads. KW - Highway safety KW - Lane width KW - Paved shoulders KW - Rural highways KW - Shoulder width KW - Traffic lanes KW - Two lane highways KW - Width UR - http://www.fhwa.dot.gov/publications/research/safety/09032/index.cfm UR - http://www.fhwa.dot.gov/publications/research/safety/09032/index.cfm UR - http://ntl.bts.gov/lib/30000/30800/30892/FHWA-HRT-09-032.pdf UR - https://trid.trb.org/view/896206 ER - TY - RPRT AN - 01135876 AU - Federal Highway Administration TI - Using Modeling and Simulation Tools for Work Zone Analysis PY - 2009/05 SP - 4p AB - Modeling and simulation tools can support efforts to conduct work zone analysis, and the Federal Highway Administration (FHWA) has created some new guides to help agency staff use these tools effectively. This leaflet defines what work zone analysis is, describes some of the tools available for performing work zone analysis, and discusses how to use these tools. KW - Impact studies KW - Mathematical models KW - Simulation KW - Traffic analysis tools KW - Work zone traffic control KW - Work zones UR - http://www.ops.fhwa.dot.gov/wz/traffic_analysis/wza_leaflet/wza_leaflet.pdf UR - http://ntl.bts.gov/lib/31000/31000/31050/FHWA-HOP-09-038.pdf UR - https://trid.trb.org/view/896193 ER - TY - RPRT AN - 01132435 AU - Rasmussen, Robert Otto AU - Garber, Sabrina I AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) AU - National Cooperative Highway Research Program TI - Nonwoven Geotextile Interlayers for Separating Cementitious Pavement Layers: German Practice and U.S. Field Trials PY - 2009/05 SP - 21p AB - Pavement engineering is traditionally a conservative field, but successful pavement engineers will constantly seek out proven innovative concepts with potential to improve pavement performance while reducing costs. Many pavement structures in the United States consist of more than one cementitious layer that requires separation. This could be a new concrete pavement (jointed or continuously reinforced) atop a cementitious base or, becoming increasingly popular, an unbonded concrete overlay. In both cases, an interlayer is often required for separation. While hot-mix asphalt is commonly used for this purpose, associated constructability, cost, and performance issues need to be recognized. The German highway community has more than 25 years of experience using an alternative interlayer made of a nonwoven geotextile. With proper selection and placement, these interlayers have resulted in excellent performance in separating new concrete pavement layers from the cementitious bases commonplace on the German motorway system. While this application also exists in the United States, the possibility of using the nonwoven geotextile as a separation interlayer in an unbonded concrete overlay system has also generated significant interest because of the potential cost savings involved. This report documents the German experience and gleans better practices for using nonwoven geotextile interlayers between cementitious layers in the United States. The report covers field trials in Missouri and Oklahoma along with other information so that pavement engineers can make an informed decision on the viability of this innovative but proven alternative. KW - Concrete overlays KW - Concrete pavements KW - Cost effectiveness KW - Field tests KW - Germany KW - Missouri KW - Nonwoven textiles KW - Oklahoma KW - Pavement interlayers KW - State of the practice KW - Unbonded concrete overlays KW - United States UR - http://www.international.fhwa.dot.gov/pubs/geotextile/geotextile.pdf UR - https://trid.trb.org/view/892178 ER - TY - RPRT AN - 01132429 AU - Betak, John F AU - Center for Advanced Infrastructure and Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Short Line Rail: Its Role in Intermodalism and Distribution PY - 2009/05//Final Report SP - 194p AB - The purpose of this project is to investigate the potential role of short line railroads in the U.S. to perform intermodal terminal operations and distribute/pick-up containers/trailers in metropolitan areas. Included in this project is an investigation of the potential for short line railroads to serve industrial parks and/or freight villages. This research report reviews the literature on short line operations in the U.S., their current role in originating and distributing rail freight traffic and their capacity to take on intermodal terminal operations and functions. Further, it examines transload/transflow operations vis-a-vis short line railroads, as well as the viability of industrial park/freight villages as short line served entities. The research included discussions with knowledgeable officials at the American Short Line and Regional Railroad Association, the Federal Highway Administration and existing short line operators regarding their current situation, plans and constraints. In addition, discussions were held with senior officials in Class I railroads, senior members of industrial real estate organizations, academics and senior consultants in the transportation industry. These comments, suggestions and recommendations have been incorporated in this report, as noted in the body of the report and citations. In addition, the report frames some options available to enhance these types of operations on short line railroads. It identifies potential candidate short line railroads for pilot projects to test these options. Finally, beyond this report, the research culminates in proposals for funding the pilot projects by external agencies. KW - Freight service KW - Freight villages KW - Industrial parks KW - Intermodal services KW - Literature reviews KW - Metropolitan areas KW - Short line railroads KW - United States UR - http://cait.rutgers.edu/files/RAIL-RU4474-V2Combo_120409.pdf UR - https://trid.trb.org/view/892770 ER - TY - RPRT AN - 01131898 AU - Balke, Kevin N AU - Chaudhary, Nadeem A AU - Songchitruksa, Praprut AU - Pesti, Geza AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of Criteria and Guidelines for Installing, Operating, and Removing TxDOT Ramp Control Signals PY - 2009/05//Technical Report SP - 194p AB - The Texas Department of Transportation (TxDOT) uses ramp control signals (also called ramp meters or flow signals) to control the rate at which vehicles enter the freeway. This helps TxDOT (1) promote a more consistent and uniform flow of traffic entering the freeway, and (2) promote a more efficient use of the existing freeway capacity. The purpose of this project was to develop guidelines and criteria to assist TxDOT decision makers in determining when and where to install new ramp control signals and remove existing ramp control signals when they no longer provide a benefit to freeway traffic. This report documents the process, procedures, and research used to develop those guidelines and criteria. The actual guidelines, criteria, and forms are in Product 0-5294-P1, “Operating Guidelines for TxDOT Ramp Control Signals.” KW - Decision making KW - Freeway management systems KW - Guidelines KW - Ramp metering KW - Texas Department of Transportation KW - Warrants (Traffic control devices) UR - http://tti.tamu.edu/documents/0-5294-1.pdf UR - https://trid.trb.org/view/892080 ER - TY - RPRT AN - 01131373 AU - Sharp, Stephen R AU - Moruza, Audrey K AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Field Comparison of the Installation and Cost of Placement of Epoxy-Coated and MMFX 2 Steel Deck Reinforcement: Establishing a Baseline for Future Deck Monitoring PY - 2009/05//Final Report SP - 84p AB - As part of the Innovative Bridge Research and Construction Program (IBRCP), this study was conducted to use the full-scale construction project of the Route 123 Bridge over the Occoquan River in Northern Virginia to identify and compare any differences in the installation practices and comprehensive placement costs of epoxy-coated reinforcing steel (ECR) and MMFX 2. The study also established a baseline of the condition of the bridge upon completion of construction and initial maintenance. During construction, two separate bridge decks were built and a raised median was used to cover the longitudinal joint between the two decks. The southbound deck was built using ECR, and the northbound deck was built using corrosion-resistant reinforcing steel (CRR), which in this case was MMFX 2. To construct the two decks required 576,823 lb of ECR and 674,447 lb of MMFX 2. The concrete strength reached 100% of the design strength within 4 days for the northbound deck. The average thickness of the decks was 8.76 in. for the southbound deck and 9.15 in. for the northbound deck. Stay-in-place forms were used to construct Spans D through G for both decks; Spans A through C were constructed using formwork that was removed to expose the underside of the decks. Upon completion of construction, an in-depth survey of both decks was conducted. Cracks were present on both decks, and a recent visual analysis of the underside of the decks indicated that moisture is able to penetrate to the bottom of the concrete. Half-cell potential measurements indicated most of the MMFX 2 had reached a passive condition, which presently indicates an insignificant corrosion rate. Resistivity measurements on the northbound deck indicated that if the steel were to become active, it has a low probability of significant corrosion. Chloride analysis indicated salt is penetrating the upper region of the concrete, but the regions closer to the steel have a lower chloride concentration. Based on these findings, the two decks should allow a fair comparison of corrosion susceptibility for the two types of reinforcing steel used. Inclusion of the labor cost to place ECR in the southbound deck and unanticipated direct costs raised the in-place unit cost of ECR from $0.51/lb to $0.90/lb. Inclusion of the labor cost to place MMFX 2 in the northbound deck raised the in-place unit cost of MMFX 2 from $0.78/lb to $0.87/lb. The cracks in the ECR side were sealed as part of the original construction. By including the indirect labor costs to VDOT and road user costs to the public imposed by a crack sealing operation on the southbound deck, the comprehensive in-place cost of ECR more than quadrupled its unit bid price to a final in-place cost range of $2.34/lb to $2.90/lb, making ECR much less cost-effective in retrospect than it appeared to be at the planning stage of the project. This hidden cost increase for ECR supports the recent decision by VDOT to pursue CRR rather than ECR for future construction and highlights the need to consider at least direct sealing costs when comparing ECR with CRR. The study recommends that VDOT’s Structure & Bridge Division (1) continue the implementation of the recently approved CRR specification, and (2) be attentive to the possibility that polymer-coated steel bars may be costlier per unit than uncoated bars for reasons of special handling and transport requirements as well as unanticipated preventive maintenance. Further, the Virginia Transportation Research Council should monitor the Route 123 Bridge periodically to assess the relative conditions of the ECR and MMFX 2 reinforcement over time. KW - Alternatives analysis KW - Bridge decks KW - Construction KW - Construction management KW - Corrosion KW - Corrosion resistant steel KW - Costs KW - Epoxy coatings KW - Epoxy-coated reinforcing bar KW - Labor costs KW - Microcomposite steel KW - Monitoring KW - Recommendations KW - Reinforcing bars KW - Reinforcing steel UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-r9.pdf UR - http://ntl.bts.gov/lib/37000/37700/37765/09-r9.pdf UR - https://trid.trb.org/view/891699 ER - TY - RPRT AN - 01131371 AU - Hickey, Lucas AU - Roberts-Wollmann, Carin L AU - Cousins, Thomas E AU - Sotelino, Elisa D AU - Easterling, W Samuel AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Live Load Test and Failure Analysis for the Steel Deck Truss Bridge Over the New River in Virginia PY - 2009/05//Final Contract Report SP - 98p AB - This report presents the methods used to model a steel deck truss bridge over the New River in Hillsville, Virginia. These methods were evaluated by comparing analytical results with data recorded from 14 members during live load testing. The research presented herein is part of a larger endeavor to understand the structural behavior and collapse mechanism of the erstwhile I-35W bridge in Minneapolis, Minnesota, that collapsed on August 1, 2007. Objectives accomplished toward this end include investigation of lacing effects on built-up member strain measurement, live load testing of a steel truss bridge, and evaluation of modeling techniques in comparison to recorded data. The most accurate model was used to conduct a failure analysis with the intent of then loading the steel truss bridge to failure. Before any live load testing could be performed, it was necessary to confirm an acceptable strain gage layout for measuring member strains. The effect of riveted lacing in built-up members was investigated by constructing a two-thirds mockup of a typical bridge member. The mockup was instrumented with strain gages and subjected to known loads to determine the most effective strain gage arrangement. The results of the testing analysis showed that for a built-up member consisting of laced channels, one strain gage installed on the middle of the extreme fiber of each channel’s flanges was sufficient. Thus, laced members on the bridge were mounted with four strain gages each. Data from live loads were obtained by loading two trucks to 25 tons each. Trucks were positioned at eight locations on the bridge in four different relative truck positions. Data were recorded continuously and reduced to member forces for model validation comparisons. Deflections at selected truss nodes were also recorded for model validation purposes. The model validation process began by developing four simple truss models, each reflecting different expected restraint conditions, in the hopes of bracketing data from recorded results. The models included a simple truss model, a frame model with only the truss members, and a frame model that included the stringers. The final, most accurate model was selected and used for a failure analysis. This model showed where the minimum amount of load could be applied to learn about the bridge’s failure behavior and was to be used for a test to be conducted at a later time. Unfortunately, the project was terminated because of a lack of funding before the actual test to failure of the steel truss bridge was conducted. Nevertheless, findings from the study led to two important recommendations: (1) When instrumenting a steel truss bridge for load testing by placing strain gages on built-up members, four gages, one placed on each flange of each channel, should be used and (2) When modeling deck truss bridges, the system should be considered to be a frame and should include the stringers in the model. KW - Failure analysis KW - Hillsville (Virginia) KW - Live loads KW - Load tests KW - Mathematical models KW - Steel decks KW - Strain gages KW - Truss bridges KW - Validation UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-cr8.pdf UR - http://ntl.bts.gov/lib/37000/37700/37780/09-cr8.pdf UR - https://trid.trb.org/view/891696 ER - TY - RPRT AN - 01131368 AU - Cousins, Thomas E AU - Murray, Thomas M AU - Harris, Devin K AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Use of a Sandwich Plate System in a Virginia Bridge PY - 2009/05//Final Contract Report SP - 37p AB - The deterioration of the nation’s civil infrastructure has prompted the investigation of numerous solutions to the problem. Some of these solutions have come in the form of innovative materials for new construction, whereas others have considered rehabilitation techniques for repairing existing infrastructure. A relatively new system that appears capable of encompassing both of these solution methodologies is the sandwich plate system (SPS), a composite bridge deck system that can be used in both new construction or for rehabilitation applications. SPS consists of steel face plates bonded to a rigid polyurethane core; a typical bridge application utilizes SPS primarily as a bridge deck acting compositely with conventional support girders. As a result of this technology being relatively new to the bridge market, design methods have yet to be established. This research aims to close this gap by investigating some of the key design issues considered to be limiting factors in implementation of SPS. The key issues that will be studied include lateral load distribution, dynamic load allowance, and deck design methodologies. With SPS being new to the market, there has been only one bridge application, limiting the investigations of in-service behavior. The Shenley Bridge, located near Quebec, Canada, was tested under live load conditions to determine in-service behavior with an emphasis on lateral load distribution and dynamic load allowance. Both static and dynamic testing was conducted. Results from the testing allowed for the determination of lateral load distribution factors and dynamic load allowance of an in-service SPS bridge. Results from this study suggest that the behavior of an SPS does differ somewhat from conventional systems, but the response can be accommodated with current AASHTO Load and Resistance Factor Design (LRFD) provisions as a result of their conservativeness. In addition to characterizing global response, a deck design approach was developed in this research project. In this approach, the SPS deck was represented as a plate structure, which allowed for the consideration of the key design limit states within the AASHTO LRFD specification. Based on the plate analyses, it was concluded that the design of SPS decks is stiffness-controlled as limited by the AASHTO LRFD specification deflection limits for lightweight metal decks. These limits allowed for the development of a method for sizing SPS decks to satisfy stiffness requirements. KW - Bridge decks KW - Composite construction KW - Design KW - Dynamic loads KW - Lateral loads KW - Load and resistance factor design KW - Load transfer KW - Polyurethane resins KW - Sandwich plate system KW - Steel plates KW - Stiffness KW - Technological innovations UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-cr12.pdf UR - http://ntl.bts.gov/lib/37000/37700/37764/09-cr12.pdf UR - https://trid.trb.org/view/891698 ER - TY - RPRT AN - 01131365 AU - Fontaine, Michael D AU - Gillespie, James S AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Synthesis of Benefits and Costs of Alternative Lane Marking Strategies PY - 2009/05//Final Report SP - 59p AB - The Virginia Department of Transportation (VDOT) currently uses snowplowable raised pavement markers (SRPMs) to supplement longitudinal pavement markings on some facilities. SRPMs are much more visible than traditional longitudinal markings under wet, nighttime conditions. SRPMs have been reported to dislodge from pavement, however, which has raised the question as to whether alternative marking materials might be able to replace SRPMs. The purpose of this study was to investigate the visibility performance of longitudinal pavement marking materials currently on the market. The specific objectives of this study were (1) to determine whether or not new pavement marking materials could be used in place of SRPMs; (2) if SRPMs were to be used, to develop guidelines for their installation and maintenance; and (3) to determine the costs and benefits of using SRPMs to the maximum extent possible. No new data on the visibility or durability of pavement marking materials were collected for this study. The study primarily synthesized existing research on the characteristics of different marking materials and then applied information derived from the synthesis to Virginia-specific data to estimate the impacts of using different materials. National practices for installing, inspecting, and maintaining SRPMs were also reviewed. The results of the literature review indicated that SRPMs remain the only marking system that provides sufficient nighttime preview time at high speeds, especially under wet conditions. Further, SRPMs can improve safety in certain situations, but they can also degrade safety in other situations since drivers may travel at higher speeds when the distance they can see down the road at night increases. Proposed guidelines for the installation and maintenance of SRPMs were developed. They recommend that SRPMs be installed on all limited access freeways, on all two-lane roads with an average daily traffic volume above 15,000 vehicles per day, and on all roads with a posted speed limit of 60 mph or greater. Several other situations where SRPMs might be installed based on engineering judgment were also identified. A proposed maintenance schedule that requires inspections every 2 to 3 years was also developed. A conservative economic analysis indicated that the benefits of installing and maintaining SRPMs using the guidelines developed in this study outweighed the costs by more than 80 to 1, based purely on potential safety improvements on road geometries where SRPMs have been shown to improve safety. Further, VDOT can realize cost savings by discontinuing SRPM usage on low-volume facilities and by revising particular SRPM standards. KW - Benefit cost analysis KW - Economic analysis KW - Guidelines KW - Highway safety KW - Installation KW - Literature reviews KW - Maintenance KW - Raised retroreflective road markers KW - Raised road markings KW - Snowplowable markers KW - State of the practice KW - Visibility UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-r24.pdf UR - http://ntl.bts.gov/lib/37000/37700/37766/09-r24.pdf UR - https://trid.trb.org/view/891694 ER - TY - RPRT AN - 01131277 AU - Lund, Anna S AU - Fulbright, Timothy E AU - Lloyd-Reilley, John AU - Texas A&M University, Kingsville AU - USDA Natural Resources Conservation Service AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Texas Native Grasses for TxDOT Right of Ways: Technical Report PY - 2009/05//Technical Report SP - 86p AB - The Texas Department of Transportation (TxDOT) has one of the largest right-of-way areas in the United States with over 127,138 km of state maintained highway. In 2003, the new guidelines for Texas Pollution Discharge Elimination System went into effect causing a renewed interest in TxDOT’s strive to establish vegetation as quickly as possible. These guidelines, along with executive orders signed in 1999 and 2000, have brought about a growing interest in reducing the spread and establishment of invasive nonnative plant species, with emphasis on maintaining or increasing native species diversity and restoring ecosystem processes. A two-year study was conducted in Andrews, Baylor, and Kleberg Counties in Texas. The objectives were to test the hypotheses that 1) two native species, hooded windmillgrass (WMG) and shortspike WMG, provide similar vegetation canopy cover as the standard seed mixtures currently used by TxDOT when added as a component in a native seed mixture; 2) native WMGs would provide similar vegetative cover as bermudagrass with use of a soil retention blanket; 3) hooded and shortspike WMGs provide similar canopy cover as bermudagrass (Cynodon dactylon) on single species plots; and 4) drill planting technique would allow a greater proportion of seeds planted to establish a root system, therefore providing greater canopy cover when compared against a broadcasting technique. KW - Grasses KW - Native plants KW - Planting KW - Right of way (Land) KW - Seeding KW - Texas KW - Vegetation establishment UR - http://tti.tamu.edu/documents/0-5226-1.pdf UR - http://ntl.bts.gov/lib/31000/31100/31104/0-5226-1.pdf UR - https://trid.trb.org/view/891103 ER - TY - RPRT AN - 01130741 AU - Edil, Tuncer B AU - Benson, Craig H AU - Li, Lin AU - Mickelson, David M AU - Camargo, Felipe Filizzola AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Comparison of Basic Laboratory Test Results With More Sophisticated Laboratory and In-Situ Tests Methods on Soils in Southeastern Wisconsin PY - 2009/05//Final Report SP - 165p AB - This report describes a comparison of basic laboratory test results with more sophisticated laboratory and in situ tests methods on soils in Southeastern Wisconsin. The generated soils data in the Milwaukee Marquette Interchange project has been used in an attempt to correlate the more "routine" laboratory tests to determine geotechnical design parameters (such as phi-angle, cohesion, unit weight, unconfined compression, consolidation characteristics, etc.). Correlations were identified among undrained shear strength, cohesion, friction angle, consolidation parameters, soil type, Atterberg limits, effective normal stress, and geological origin. ANOVA and nonlinear regression techniques were applied to identify and develop correlation equations. Regression analysis found that the undrained shear strength exponentially decreases with liquidity index and liquid limit. The undrained shear strength over effective overburden stress exponentially decreases with liquidity index and is constant over liquid limit and preconsolidation stress. KW - Atterberg limits KW - Cohesion KW - Consolidation KW - Correlation analysis KW - Effective stress KW - Engineering geology KW - Field tests KW - Friction angle KW - Geotechnical engineering KW - Laboratory tests KW - Liquid limits KW - Marquette Interchange Project KW - Preconsolidation pressure KW - Regression analysis KW - Soil types KW - Soils KW - Undrained shear strength KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/06-05insitutestmethods-f1.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/06-05insitutestmethods-f1.pdf UR - https://trid.trb.org/view/891096 ER - TY - RPRT AN - 01130740 AU - Walker, Roger S AU - Fernando, Emmanuel G AU - University of Texas, Arlington AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - A Portable Profiler for Pavement Profile Measurements PY - 2009/05//Technical Report; Interim Report SP - 44p AB - This interim report provides a summary of work performed on Texas Department of Transportation (TxDOT) Research Project 0-6004 during the first year of the project. The project was initiated to develop a single path, easy to use, portable profiler. The desired profiler module is being designed to provide TxDOT a unit that can easily be mounted or removed from the front or rear bumper of typical TxDOT vehicles for measurements. The Profile generated is to be compatible with existing TxDOT formats. The project is being conducted by Dr. Roger Walker of the University of Texas at Arlington and Dr. Emmanuel Fernando of the Texas Transportation Institute at Texas A&M University who began work in September 2008 in accordance with the project proposal. KW - Equipment design KW - Portable equipment KW - Profilometers UR - https://trid.trb.org/view/891094 ER - TY - RPRT AN - 01130683 AU - Skolnik, Jonathan AU - Stern, Diana AU - Chami, Rami AU - Lane, Alexander AU - Kulesza, C S AU - Walker, Matthew AU - Jack Faucett Associates, Incorporated AU - Dunn Engineering Associates AU - Federal Highway Administration TI - Planned Special Events: Cost Management and Cost Recovery Primer PY - 2009/05 SP - 78p AB - This purpose of this primer is to aid jurisdictions and agencies, especially Departments of Transportation, with identifying and managing the costs of planned special events (PSEs) and forming policy for cost recovery. Cost management—the effective, overarching control of an organization’s finances—is a part of general management and creates accountability and transparency within the budget. Currently, in most cities the management of planned special events is fragmented across multiple agencies, and the costs and benefits of such events are not usually quantified or reported in any manner. The strategies and examples provided herein are meant to inform the reader on the basics of cost management and cost recovery, thereby facilitating more knowledgeable decision-making and encouraging further discussion among jurisdictions, agencies, and departments. KW - Cost control KW - Cost recovery KW - Financial accountability KW - Government agencies KW - Special events KW - State departments of transportation UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09028/fhwahop09028.pdf UR - https://trid.trb.org/view/891002 ER - TY - RPRT AN - 01129986 AU - Masad, Eyad A AU - Kassem, Emad AU - Chowdhury, Arif AU - You, Zhanping AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - A Method for Predicting Asphalt Mixture Compactability and Its Influence on Mechanical Properties PY - 2009/05//Technical Report SP - 98p AB - This project aimed at providing better understanding of the factors affecting the uniformity and level of compaction and the performance of asphalt pavements. Texas Department of Transportation (TxDOT) research report 0-5261-1 documented some of the findings of this research project. This research report documents the efforts and findings of experiments conducted with more test sections. In the first phase of this report, a number of field test sections were compacted and field cores were extracted. These cores were scanned using X-ray Computed Tomography (X-ray CT) to capture the air void distributions in these cores. The air void distribution correlated well with the compaction effort across the mat. The compaction effort was found to be a function of the number of roller passes and the relative location of each pass across the mat. The Compaction Index (CI) developed in the TxDOT research report 0-5261-1 was used to quantify the compaction effort at any point in the pavement. This index combines the number of roller passes along with the effectiveness of each pass on the mat. The compactability of asphalt mixtures in the field correlated well with compactability of asphalt mixtures in the laboratory. The CI was used to quantify the compactability of asphalt mixtures in the field while the slope of the compaction curves obtained from the Superpave Gyratory Compactor was used to quantify the compactability of asphalt mixtures in the laboratory. In the second phase of this report, the effect of different levels of compaction on the performance of asphalt mixtures was studied using a fracture mechanics approach and discrete element models. The results showed that test specimens with less percent air voids performed better than the ones with higher percent air voids. In addition moisture-conditioned specimens performed worse than the dry ones at the same compaction levels. Furthermore, guidelines were developed to assist in predicting the compactability in the field based on laboratory measurements during the mixture design stage and to improve the field compaction. KW - Air voids KW - Asphalt mixtures KW - Asphalt pavements KW - Compactibility KW - Compaction KW - Discrete element models KW - Laboratory tests KW - Pavement performance KW - Roller passes KW - Test sections KW - X-ray computed tomography UR - http://tti.tamu.edu/documents/0-5261-2.pdf UR - https://trid.trb.org/view/890713 ER - TY - RPRT AN - 01129977 AU - Ullman, Gerald L AU - Porter, Richard J AU - Karkee, Ganesh J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Monitoring Work Zone Safety and Mobility Impacts in Texas PY - 2009/05//Technical Report SP - 108p AB - In this report, Texas Transportation Institute researchers identify key work zone safety and mobility performance measures that the Texas Department of Transportation (TxDOT) should target as part of a work zone monitoring program within a district, region, or across the state. Analysis methodologies and computational procedures are presented that will yield the recommended performance measures. For mobility-based measures, researchers recommend that TxDOT target the collection of queue length and travel time delay data caused by temporary lane closures, as the congestion and delays that result from those activities are the simplest to isolate and attribute to the work activities themselves. With regard to work zone safety monitoring, researchers developed procedures that aid a district or project engineer in determining which projects are most suitable for safety monitoring via a periodic review of crash statistics occurring before and during the project. Researchers developed graphs that indicate combinations of work zone length (or work zone segment length), average daily traffic, normal crash rate, and work zone phase or project direction that will most likely allow for reasonable inferences to be made regarding the relative level of safety being maintained within the project. Researchers also developed graphs to aid field or district personnel in quickly determining whether accident frequencies being experienced during a project are within, or above, tolerance limits for that type of project on that facility. KW - Crash rates KW - Impact studies KW - Mobility KW - Monitoring KW - Performance measurement KW - Queue length KW - Texas KW - Traffic congestion KW - Traffic delays KW - Traffic queuing KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://tti.tamu.edu/documents/0-5771-1.pdf UR - https://trid.trb.org/view/890544 ER - TY - RPRT AN - 01129976 AU - Ullman, Brooke R AU - Trout, Nada D AU - Dudek, Conrad L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Use of Graphics and Symbols on Dynamic Message Signs: Technical Report PY - 2009/05//Technical Report SP - 192p AB - This project has taken a step toward defining how graphic and symbol displays can improve or assist communication with drivers. Through three human factors evaluations of alternative designs, researchers identified specific design elements that should or should not be used in graphic displays. Additionally, some of the key benefits identified for the use of graphic displays as compared to equivalent text messages are: a graphic display appears to improve the ability of drivers to identify available lanes in a problem area; the delivery of incident descriptor information (e.g., accidents or work zones) through the use of graphic symbols improves comprehension levels of non-native-language drivers (e.g., a driver whose primary language is Spanish); the viewing time required for comprehension by a non-native speaker may be shortened as a result of the use of graphics and symbols; and the use of graphics makes it possible to effectively illustrate unusual operational scenarios, such as high-occupancy vehicle lanes or adjacent toll lanes, through graphic representation of roadway geometry, logos, shields, etc. KW - Communication KW - Comprehension KW - Design KW - Graphics KW - Immigrants KW - Symbols KW - Variable message signs UR - https://trid.trb.org/view/890543 ER - TY - RPRT AN - 01129975 AU - Jung, Youn su AU - Zollinger, Dan G AU - Won, Moon C AU - Wimsatt, Andrew J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Subbase and Subgrade Performance Investigation for Concrete Pavement PY - 2009/05//Technical Report SP - 112p AB - Recently, the Texas Department of Transportation has become increasingly aware of the rising cost associated with the use of asphalt concrete bond breakers to meet the Federal Highway Administration requirement of using a permanently stabilized, nonerodable subbase layer below the concrete slab. The main issue associated with this research is if cheaper alternatives are available for subbase construction. Subbase layers have certain functions that need to be fulfilled (one of them being constructability) in order to assure adequate pavement performance. One key aspect is resistance to erosion, and assessment of each of these functions relative to different alternatives is key to understanding the capability of different alternatives to perform adequately. In this respect, this project is to examine the design assumptions associated with each alternative and provide recommendations accordingly to include test methods and material specifications. This report describes some of the work accomplished summarizing data on subbase performance and testing relative to concrete pavement subbase and subgrade erosion. Findings from investigations are discussed to identify factors associated with erosion in the field based on various analysis methods such as load transfer efficiency (LTE), effective thickness, and ground penetrating radar (GPR). An approach to mechanistically consider the erosion process is introduced and review of current design procedures was also conducted as to how they address erosion. This review was extended to address erosion models included in the literature in terms of the relationship between measurable material properties and performance. Moreover, previous and current laboratory test methods for erosion testing are summarized and the test results of selected alternative subbase materials are discussed. Finally, the relation between k-value and slab behavior is discussed. KW - Concrete pavements KW - Design methods KW - Erosion KW - Ground penetrating radar KW - Laboratory tests KW - Load transfer KW - Load transfer efficiency KW - Pavement performance KW - Properties of materials KW - Subbase (Pavements) KW - Subbase materials KW - Subgrade (Pavements) KW - Test procedures KW - Thickness UR - http://tti.tamu.edu/documents/0-6037-1.pdf UR - https://trid.trb.org/view/890542 ER - TY - RPRT AN - 01129957 AU - Higgins, Christopher AU - Dawson, Matthew R AU - Mitchell, Mikal M AU - Sopal, Gautam AU - Senturk, Ahmet Ekin AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Oregon Transportation Research and Education Consortium AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Environmental Durability of Reinforced Concrete Deck Girders Strengthened for Shear with Surface Bonded Carbon Fiber-Reinforced Polymer PY - 2009/05//Final Report SP - 208p AB - This research investigated the durability of carbon fiber-reinforced polymer composites (CFRP) used for shear strengthening reinforced concrete deck girders. Large beams were used to avoid accounting for size effects in the data analysis. The effort included determining the role of freeze-thaw, moisture, and fatigue on structural performance and developing analytical design procedures that account for durability. The results showed that moisture infiltration behind the CFRP, combined with freeze-thaw, was critical in reducing shear panel stiffness and shear capacity. Long-term moisture exposure alone produced only a minor decrease in shear capacity. Freeze-thaw, combined with fatigue, had little effect on shear capacity if water infiltration was minimized. Fatigue caused some debonding, but the debonding was not significant enough to affect capacity. Use of ACI-318 with ACI-440 provided conservative predicted shear strengths after environmental exposure. However, the ACI approach did not provide uniform levels of safety because the observed conservatism was built into the prediction for the unstrengthened base specimens but not for the CFRP contribution. Consequently, a recommendation of the research is to apply the environmental exposure factor at the final design step to limit the effective CFRP stress/strain. For locations with very large numbers of wet freeze-thaw cycles and extended exposure to continuous moisture, the environmental reduction factors should be reduced even further. To better predict the CFRP bond strength demands that can occur due to shear-moment interaction, a further check of the design should be made beyond those required by ACI-440. KW - Bond strength (Materials) KW - Carbon fibers KW - Debonding KW - Durability KW - Fatigue (Mechanics) KW - Fiber reinforced plastics KW - Freeze thaw durability KW - Girders KW - Reinforced concrete KW - Shear capacity KW - Shear strength KW - Strengthening (Maintenance) UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/FRP_Durability.pdf UR - https://trid.trb.org/view/890439 ER - TY - RPRT AN - 01129884 AU - Chrysler, Susan T AU - Re, Jon AU - Knapp, Keith K AU - Funkhouser, Dillon S AU - Kuhn, Beverly T AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Driver Response to Delineation Treatments on Horizontal Curves on Two-Lane Roads PY - 2009/05//Technical Report SP - 162p AB - The delineation of horizontal curves on two-lane rural roads is an important component of safety improvements to reduce run-off-road and head-on crashes. This project assessed four types of vertical delineation in conjunction with edgeline markings through a closed-course nighttime driving test, a survey of drivers using video clips of curves, and a field test of vehicle performance at four sites in rural Texas. The treatments evaluated were standard post-mounted delineators with a single reflector at top and one with retroreflective material the full length of the post, standard chevrons, and chevrons with yellow retroreflective material applied the full length of the post. The results show that vertical delineation of any type improves vehicle lane position at the entry and mid-point of horizontal curves. Fully reflective post-mounted delineators improved lane position and reduced encroachment more than standard posts. The two styles of chevrons performed equally well and both showed significant speed reduction when compared to pavement markings alone. KW - Chevrons KW - Countermeasures KW - Encroachment KW - Frontal crashes KW - Highway curves KW - Horizontal curvature KW - Lane position KW - Post-mounted delineators KW - Ran off road crashes KW - Retroreflective materials KW - Retroreflectors KW - Rural highways KW - Two lane highways UR - http://tti.tamu.edu/documents/0-5772-1.pdf UR - https://trid.trb.org/view/889989 ER - TY - RPRT AN - 01129537 AU - Hartt, William H AU - Powers, Rodney G AU - Presuel-Moreno, Francisco AU - Paredes, Mario A AU - Simmons, Ronald AU - Yu, Hui AU - Himiob, Rodrigo AU - Virmani, Y Paul AU - Florida Atlantic University, Dania Beach AU - Florida Department of Transportation AU - Federal Highway Administration TI - Corrosion Resistant Alloys for Reinforced Concrete PY - 2009/05//Interim Report SP - 146p AB - Deterioration of concrete bridges because of reinforcing steel corrosion has been recognized for 4-plus decades as a major technical and economic challenge for the United States. As an option for addressing this problem, renewed interest has focused on corrosion resistant reinforcements, stainless steels in particular. The present research study was performed jointly by Florida Atlantic University and the Florida Department of Transportation to evaluate reinforcements of this type. These included solid stainless steels 3Cr12 (UNS-S41003), 2101LDX (ASTM A955-98), 2304 (UNS-S31803), 2205 (UNS 31803), two 316L (UNS S31603) alloys, two 316 stainless steel clad black bar products, and ASTM A1035 commonly known as MMFX 2. Black bar (ASTM A615) reinforcement provided a baseline for comparison purposes. Results from short-term tests and preliminary results from long-term exposure of reinforced concrete slabs were presented in the first interim report for this project. This second interim report provides longer-term data and analyses of chloride exposures that involved four different types of reinforced concrete specimens, two of which were intended to simulate northern bridge decks exposed to deicing salts and the remaining two to marine substructure elements. Three different concrete mix designs were employed, and specimen types included combinations with a (1) simulated concrete crack, (2) bent top bar, (3) corrosion resistant upper bar(s) and black steel lower bars, and (4) intentional clad defects such that the carbon steel substrate was exposed. Cyclic wet-dry ponding with a sodium chloride (NaCl) solution was employed in the case of specimens intended to simulate northern bridge decks, and continuous partial submergence in either a NaCl solution or at a coastal marine site in Florida was used for specimens intended to represent a coastal bridge substructure. The exposures were for periods in excess of 4 years. The candidate alloys were ranked according to performance, and an analysis is reported that projects performance in actual concrete structures. KW - Chloride exposure KW - Corrosion KW - Corrosion resistant alloys KW - Corrosion resistant steel KW - Deicing chemicals KW - Deterioration KW - Laboratory tests KW - Long term exposure tests KW - Marine environment KW - Performance tests KW - Reinforced concrete bridges KW - Reinforcing steel KW - Stainless steel UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/09020/index.cfm UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/09020/index.cfm UR - http://ntl.bts.gov/lib/30000/30800/30842/corrosionresistant.pdf UR - https://trid.trb.org/view/889860 ER - TY - RPRT AN - 01146756 AU - Harries, Kent A AU - Kasan, Jarret AU - Aktas, John AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Repair Method for Prestressed Girder Bridges PY - 2009/04/30/Final Report SP - 178p AB - It is common practice that aging and structurally damaged prestressed concrete bridge members are taken out of service and replaced. This, however, is not an efficient use of materials and resources since the member can often be repaired in situ. There are numerous repair techniques proposed by entrepreneurial and academic institutions which restore prestressed concrete girder flexural strength and save both material and economic resources. Of course, not all repair methods are applicable in every situation and thus each must be assessed based on girder geometry and the objectives of the repair scenario. This document focuses on the practical application of prestressed concrete bridge girder repair methods. In this document, repair methods are presented for three prototype prestressed concrete highway bridge girder shapes: adjacent boxes (AB), spread boxes (SB), and AASHTO-type I-girders (IB), having four different damage levels. A total of 22 prototype repair designs are presented. Although not applicable to all structure types or all damage levels, the repair techniques covered include the use of carbon fiber reinforced polymer (CFRP) strips, CFRP fabric, near-surface mounted (NSM) CFRP, prestressed CFRP, post-tensioned CFRP, strand splicing and external steel post-tensioning. It is the authors’ contention that each potential structural repair scenario should be assessed independently to determine which repair approach is best suited to the unique conditions of a specific project. Therefore, no broad classifications have been presented directly linking damage level (or a range of damage) to specific repair types. Nonetheless, it is concluded that when 25% of the strands in a girder no longer contribute to its capacity, girder replacement is a more appropriate solution. Guidance with respect to inspection and assessment of damage to prestressed concrete highway bridge girders and the selection of a repair method is presented. These methods are described through 22 detailed design examples. Based on these examples, review of existing projects and other available data, a detailed review of selection and performance criteria for prestressed concrete repair methods is provided. Best practices based on the study objectives are presented. KW - Carbon fibers KW - Fiber reinforced plastics KW - Girders KW - Maintenance practices KW - Prestressed concrete bridges KW - Repairing UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Improving%20Pennsylvania%20Bridges/Repair%20Methods%20for%20Prestressed%20Girder%20Bridges.pdf UR - https://trid.trb.org/view/906269 ER - TY - RPRT AN - 01141669 AU - Persad, Khali R AU - Loftus-Otway, Lisa AU - Harrison, Robert AU - Chi, Seokho AU - Franco, Patricia AU - Singh, Prakash AU - Cruz-Ross, Alejandra AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - In-Depth Analysis of the JACK Model PY - 2009/04/30 SP - 199p AB - Recently, as part of a comprehensive analysis of budget and funding options, a Texas Department of Transportation (TxDOT) special task force has examined the agency’s current financial forecasting methods and has developed a model designed to estimate future State Highway Fund revenues and expenditures. The Joint Analysis using Combined Knowledge (JACK) model is capable of projecting future TxDOT revenues and expenditures. One part of the model includes estimation of revenue diversions. This report provides an in-depth analysis of the JACK model. KW - Expenditures KW - Financing KW - Forecasting KW - Highways KW - Long range planning KW - Mathematical models KW - Revenue diversion KW - Revenues KW - Texas KW - Texas Department of Transportation UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6395_P3.pdf UR - http://ntl.bts.gov/lib/31000/31300/31300/0_6395_P3.pdf UR - https://trid.trb.org/view/902144 ER - TY - RPRT AN - 01128976 AU - Federal Highway Administration TI - Coordinating, Planning and Managing the Effects of Roadway Construction with Technology PY - 2009/04/30/White Paper SP - 4p AB - Construction projects can increase traffic delays and lead to more crashes, putting travelers and workers at risk. It will be crucial for state and local departments of transportation (DOTs) to coordinate work zone planning and operations to avoid undue burdens on the traveling public and ensure safe and efficient traffic flow through or around individual work zones. Already, the U.S. DOT has developed guidance on the selection and use of work zone modeling and analysis tools that can assist construction project leaders in designing more efficient work zones as well as choosing among the various intelligent transportation system (ITS) options for work zone operations. In fact, there are numerous cost-effective technology applications available to state and local DOTs that can be rapidly deployed to improve work zone safety and mobility. This paper highlights work zone ITS solutions and identifies resources for more information on work zone ITS. KW - Intelligent transportation systems KW - Road construction KW - Traffic delays KW - Traffic safety KW - Work zone safety KW - Work zone traffic control UR - http://www.its.dot.gov/press/2009/WorkZone_QRv5%205.pdf UR - https://trid.trb.org/view/889296 ER - TY - ABST AN - 01557209 TI - Research for the AASHTO Standing Committee on Planning. Task 92. Counting Motorcycles AB - Motorcycle safety is receiving increased attention because of dramatic increases in motorcycle ridership and crash rates are increasing significantly. As transportation safety professionals increase their focus on motorcycle safety, questions about the quality of data related to state motorcycle miles traveled (VMT) are arising. Off-the-shelf vehicle classification systems often are unable to capture motorcycle traffic accurately and equipment vendors have traditionally not addressed this deficiency. The final report that identifies cost effective practices to produce acceptable motorcycle traffic counts. KW - Crash rates KW - Motorcycle crashes KW - Motorcycling KW - Traffic counting KW - Traffic data KW - Traffic safety KW - Vehicle classification KW - Vehicle miles of travel UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2639 UR - https://trid.trb.org/view/1346869 ER - TY - ABST AN - 01557204 TI - Research for the AASHTO Standing Committee on Planning. Task 89. Evaluating and Communicating Model Results: Guidebook for Planners AB - Often the division of responsibilities within metropolitan planning organizations (MPOs) relegates travel forecasting to technical experts while use of model output for policy and plan development is in the hands of planners and policy makers. This division of labor can lead to unintended consequences in the decision-making arena. As noted by the Committee for Determination of the State of the Practice in Metropolitan Area Travel Forecasting in the Transportation Research Board's Special Report 288, Metropolitan Travel Forecasting - Current Practice and Future Direction, "There are many sources of error and uncertainty in travel demand forecasting, but end users of most travel forecasts would not be aware of these limitations" (page 85). Also, "In the committee's experience, agencies have reported future-year facility volumes on the basis of data taken directly from the model outputs. Unless the models have been carefully restructured or estimated with the objective of addressing such issues, the resulting forecasts may not be valid". Planners are engaged in increasingly complex decision-making analyses relying on the output of ever-more sophisticated modeling tools, yet they often possess only a cursory understanding of travel forecasting models and their inherent assumptions, biases, and limitations. This heightens the risk that the modeling process or its output will be unintentionally misrepresented or misapplied, with unfortunate consequences for resulting decisions and investments. Transportation planners do not need to be able to develop a travel demand model or conduct a traffic forecast, but they do need a solid understanding of key modeling fundamentals that go beyond recitation of the four-step process. This is true whether the model is developed in-house by agency staff or is contracted to a consultant or outside agency. Planners often act as the liaison between policy makers, the public, and modelers. A stronger foundation in the appropriate applications of forecasting models and the ability to effectively communicate this will strengthen that planning role. This report identifies and describes assumptions, applications, and limitations that transportation planners should understand about both conventional and advanced forecasting models and processes. It should help planning practitioners to better understand the forecasting process, increase their ability to interpret and apply model output effectively, and help them better communicate this aspect of the transportation planning process to policy makers. Transportation planners should be able to (1) ask and answer critical questions about their agencies' models and model development processes; (2) to understand how robust or sensitive the outputs are, why that matters; and (3) incorporate that knowledge into planning and programming decision-making processes. KW - Decision making KW - Guidelines KW - Highway planning KW - Metropolitan planning organizations KW - Public transit KW - Traffic forecasting KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2636 UR - https://trid.trb.org/view/1346864 ER - TY - ABST AN - 01464197 TI - Bridge System Safety and Redundancy AB - A good quantification of redundancy is not currently available to bridge engineers. Construction costs may be needlessly high on some bridges due to member redundancy, and less redundant existing structures may go unidentified. Redundancy, operational importance, and ductility can be considered during design by using load modifiers from the AASHTO LRFD Bridge Design Specifications ranging from 0.95 to 1.05 each. However, such factors should be better specified according to system type, and should be on the resistance side of the equation. A framework for evaluating redundancy in highway bridges is described for superstructures in NCHRP Report 406. For superstructures, a "system factor" between 0.8 and 1.2 is applied based on the girder spacing and number of girders in the system. However, the charts are limited to steel and pretensioned I-beam-slab bridges, and only a small general bonus is given for diaphragms. An alternative methodology is provided to generate the system factor using nonlinear analysis and incrementally increasing the HS20 load, but ability to transmit load longitudinally is still not addressed. Similarly, substructure redundancy is addressed in NCHRP Report 458. System factors are provided for confined and unconfined 2- and 4-column piers; spread footings, drilled shafts, and piles in various soil types. A direct redundancy analysis procedure is also provided. Any ability of the superstructure to enhance the substructure redundancy is ignored. The quantification of redundancy in highway bridge structures is necessary before reliability-based non-collapse criteria can be developed for blast loads, ship-impact, storm surges, or seismic-force effects. A fresh approach is needed to merge past efforts that developed super- and substructure redundancy independently, to quantify the transfer of lateral loads in the superstructures inclusive of multi-cell cross-sections, and to consider the affect of superstructures on substructure redundancy especially in the case of framed structures and super-substructure connections made fixed for live load. The objective of the research is to combine the techniques presented in NCHRP Reports 406 and 458; expand the work to include lateral loads on superstructures, framed systems, single- and multi-cell boxes; and demonstrate the suitability of the proposal within the framework of the previously defined ultimate (strength), functionality (service), and damaged ultimate (collapse) limit states. The following tasks are envisioned: (1) Review NCHRP Reports 406 and 458, as well as Interims to the LRFR Manual for System Factors in Segmental Bridges. Do a literature search to see if any other related studies have since been done. (2) Expand on how the quantity and quality of intermediate and end diaphragms in the superstructure play a role in redundancy. (3) Expand to include single- and multi-cell cross-sections where member resistance may or may not be relevant since a "whole-width" design is often done. (4) Make any necessary updates to the functionality limit state for the recent displacement-based "LRFD Guidelines for Seismic Design of Bridges." (5) Develop a methodology for accessing the redundancy in both the super- and substructure when the superstructure contributes to the substructure's lateral load resistance. (6) Perform parameter studies to show that results are reasonable for all structure types, regardless of girder spacing, number of girder webs, number of substructure units, etc. (7) Develop a list of design examples to illustrate the proposed methodology for three limit states and structure types. List to be approved by project panel. (8) Prepare draft specification changes for both design and rating. (9) Present findings to the AASHTO SCOBS T5 Loads and Load Distribution Committee. The ability to quantify "additional" capacity in bridges due to system redundancy is crucial in understanding bridge performance when subjected to malicious attack, vessel collision, earthquake, or storm surges. Bridge Owners need this information to help determine which existing bridges are most vulnerable due to lack of redundancy, and how to provide adequate redundancy in new bridges.
KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Bridge engineering KW - Bridge safety KW - Bridge substructures KW - Bridge superstructures KW - Highway bridges KW - Redundancy UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2716 UR - https://trid.trb.org/view/1232425 ER - TY - RPRT AN - 01537877 AU - Albuquerque, Francisco Daniel B. AU - Sicking, Dean L AU - Lechtenberg, Karla A AU - University of Nebraska, Lincoln AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Evaluation of Safety Treatments For Roadside Culverts TR-517 PY - 2009/04/24/Final Report SP - 200p AB - Roadside cross-drainage culverts have been found to impact vehicle accident injury levels. Designers have commonly used three safety treatments to protect errant drivers from culvert accidents. These treatments have included: culvert extension, guardrail installation and grating. In order to define which safety treatment is the most appropriate, benefit-cost analysis has used accident cost reduction to estimate societal gains earned by using any safety treatment. The purpose of this study was to estimate accident costs for a wide range of roadway and roadside characteristics so that designers can calculate benefit/cost ratios for culvert safety treatment options under any particular scenario. This study began with conducting a parametric study in order to find variables which have significant impact on accident cost changes. The study proceeded with highway scenario modeling which included scenarios with different values for combinations of roadway and roadside variables. These variables were chosen based upon findings from the parametric study and their values were assigned based upon highway classification. This study shows that the use of different culvert safety treatments should be flexible to roadway and roadside characteristics. It also shows that culvert extension and grating were the safety treatments found to produce the lowest accident costs for all highway scenarios modeled. Therefore, it is believed that the expanded adoption of culvert extension and culvert grates can improve overall highway safety. KW - Benefit cost analysis KW - Culvert extensions KW - Culverts KW - Grates KW - Guardrails KW - Highway safety KW - Roadside UR - http://publications.iowa.gov/13615/1/TR-517_Final.pdf UR - https://trid.trb.org/view/1323587 ER - TY - RPRT AN - 01154202 AU - Albuquerque, Francisco Daniel B AU - Sicking, Dean L AU - Lechtenberg, Karla A AU - University of Nebraska, Lincoln AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Evaluation of Safety Treatments for Roadside Culverts PY - 2009/04/24/Final Report SP - 200p AB - Roadside cross-drainage culverts have been found to impact vehicle accident injury levels. Designers have commonly used three safety treatments to protect errant drivers from culvert accidents. These treatments have included: culvert extension, guardrail installation and grating. In order to define which safety treatment is the most appropriate, benefit-cost analysis has used accident cost reduction to estimate societal gains earned by using any safety treatment. The purpose of this study was to estimate accident costs for a wide range of roadway and roadside characteristics so that designers can calculate benefit/cost ratios for culvert safety treatment options under any particular scenario. This study began with conducting a parametric study in order to find variables which have significant impact on accident cost changes. The study proceeded with highway scenario modeling which included scenarios with different values for combinations of roadway and roadside variables. These variables were chosen based upon findings from the parametric study and their values were assigned based upon highway classification. This study shows that the use of different culvert safety treatments should be flexible to roadway and roadside characteristics. It also shows that culvert extension and grating were the safety treatments found to produce the lowest accident costs for all highway scenarios modeled. Therefore, it is believed that the expanded adoption of culvert extension and culvert grates can improve overall highway safety. KW - Accident costs KW - Benefit cost analysis KW - Culvert extensions KW - Culverts KW - Grates KW - Guardrails KW - Highway safety KW - Roadside KW - Traffic crashes UR - http://www.iowadot.gov/research/reports/Year/2009/fullreports/TR-517%20Final.pdf UR - https://trid.trb.org/view/915770 ER - TY - ABST AN - 01547245 TI - Computer Vision Traffic Sensor for Fixed and Pan-Tilt-Zoom Cameras AB - This project will develop and demonstrate the application of a traffic sensor based on computer vision technology for use on fixed and pan-tilt-zoom (PTZ) cameras for detecting and tracking vehicles, including motorcycles. Work in the first stage will involve installation and evaluation of two test bed systems in the states of New York and Illinois. For both systems, the hardware, height, power, and communication specifications will be developed. The systems will be installed with capability to remotely monitor and reconfigure each test bed from the home base in Clemson and their performance will be monitored in order to refine the detection and tracking algorithms and uploading new versions of the software as needed. Data will be collected continuously and downloaded at regular intervals, ensuring data availability for a variety of weather and environmental conditions. The system performance will be evaluated by comparing results with those obtained from existing sensors as well as with ground truth obtained by manually annotating the video data. This evaluation will include volume, speed, and vehicle classification. Work in second and final stage will involve installation and monitoring of two additional test beds at Traffic Management Centers in South Carolina. Logistical issues regarding network communication, camera sequencing, and PTZ operations will be addressed in collaboration with the DOT staff. The cameras to be monitored will have PTZ capabilities. Site visits to the camera locations will be made to measure camera parameters (including height and distance from the pavement) and to perform calibration to ensure that speed and classification data are accurate. The obtained results will be used to refine the calibration and tracking algorithms. Data will be collected in a variety of conditions and manually annotated in order to evaluate the performance of the system. The evaluation will include the accuracy of the calibration parameters themselves as well as the accuracy of the traffic parameters (speed, volume, and classification) obtained as a result of running the detection and tracking software on the calibrated system. KW - Cameras KW - Computer vision KW - Remote sensing KW - Tracking systems KW - Traffic control centers KW - Traffic sensors KW - Vehicle detectors UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2700 UR - https://trid.trb.org/view/1334226 ER - TY - ABST AN - 01547244 TI - Reducing Fatigue in Wind-Excited Traffic Signal Support Structures using Smart Damping Techniques AB - This project will develop and demonstrate the use of a vibration absorbing system based on magnetorheological fluid dampers to reduce fatigue in traffic signal support structures exposed to excessive wind-induced vibration. Work in the first stage will focus on designing and building a prototype smart vibration absorber system for traffic signal support structures. A full-scale traffic signal support structure will be set up in the laboratory. The mast arm and pole of the support structure will be anchored to the laboratory floor and instrumented with sensors. The experimental setup of the structure will be used to conduct free and forced vibration tests for system identification. Using the model obtained from system identification, an appropriately- sized smart vibration absorber prototype and the associated coupling bracket will be designed for installation onto the support structure. Work in the second stage will involve experimental validation of the automated performance of the smart vibration absorber system in reducing vibration and fatigue of the structure. The prototype performance will be evaluated by experimentally measuring the increased level of damping in the structure from free vibration response and measured steady state accelerations from forced vibration tests. Various control strategies will be examined. The final report will provide guidelines and specifications for the smart vibration dampers for use in wind-exposed traffic signal structures. KW - Aerodynamic force KW - Damping (Physics) KW - Sign supports KW - Traffic signals KW - Wind KW - Wind resistant design UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2701 UR - https://trid.trb.org/view/1334225 ER - TY - ABST AN - 01547243 TI - A Shape Memory Polymer Based Self-Healing Sealant for Expansion Joint AB - This project will develop and test a shape memory polymer based sealant for use in expansion joints in pavements and bridges capable of preventing adhesive and cohesive failures through a self-healing mechanism, eliminating the need for replacing the sealant. Work will be carried out in three stages. In the first stage the focus will be on the fabrication and characterization of the smart syntactic foam sealant. Established fabrication and curing processes for the sealant will be employed using shape memory polymer, glass and polymeric microballoons, and multi-walled carbon nanotubes. The sealant will be programmed under a 2-D stress condition by simulating the actual working conditions of the sealant in bridge and pavement joints. The shape fixity and recovery rates of the sealant during the thermomechanical programming process will be determined and parameters controlling them will be established. The glass transition temperature as well as the visco-elastic properties of the sealant in terms of storage modulus and loss will also be tested. Work in the second stage will focus on the performance evaluation of the developed syntactic foam as a smart sealant in bridge and pavement joints using established criteria. The evaluation will include uniaxial compression and tension tests, thermal cycling, shear test, durability of bond in moist environment, ultraviolet radiation aging, and stress relaxation test. Work in the third and final stage will involve field evaluation of the developed sealant system on a highway bridge. Louisiana Transportation Research Center (LTRC) will identify a bridge with a span-length of about 20m and install at least two expansion joints using the developed smart sealant. The performance of the sealant will be monitored for the duration of the project and beyond by the Louisiana Department of Highways and Development. The final report will document all developments along with a methodology for using the new sealant system in expansion joints in bridges and pavements. KW - Adhesion KW - Bridges KW - Cohesive strength KW - Curing agents KW - Expansion joints KW - Louisiana KW - Pavements KW - Polymers KW - Sealing compounds KW - Shape memory KW - Viscoelastic materials UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2702 UR - https://trid.trb.org/view/1334224 ER - TY - ABST AN - 01547253 TI - A 3-D Specimen and Multiple Functional Digital Tester for Performance Evaluation of Asphalt Mixes AB - Recent developments in x-ray computerized tomography (XCT) imaging and computational simulation have made it possible to characterize the properties of asphalt concrete through reconstructing its three-dimensional (3D) microstructure and computational simulation based on the 3D microstructure. The digital representation of the real 3D microstructure (not a simulated 3D or two dimensional (2D) microstructure) of a physical specimen is named Digital Specimen. It is the digital counterpart of the physical specimen in every required detail. A digital specimen is usually represented as a 3D digital image and naturally includes scientific visualization of the initial/evolved microstructures and behavior related to rutting, fatigue cracking, and thermal cracking. KW - Asphalt mixtures KW - Cracking KW - Fatigue cracking KW - Microstructure KW - Pavement performance KW - Specimens UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2080 UR - https://trid.trb.org/view/1334234 ER - TY - ABST AN - 01547252 TI - Development of a Simple Test to Determine the Low Temperature Creep Compliance of Asphalt Mixtures AB - This project explores the idea of performing bending test on thin asphalt mixture beams to determine low temperature creep compliance of asphalt mixtures. Work in the first phase has focused on developing a methodology for sample preparation and testing. Thin mixture beams were cut using a simple tile saw. The dimensions for 660 thin beams were recorded to obtain the coefficient of variation for thickness, the most critical dimension. The thickness and width values indicated that beams obtained using the proposed procedure were uniform with very similar sizes. The loading protocol of the existing Bending Beam Rheometer (BBR) device was modified to accommodate the fact that asphalt mixtures are one order of magnitude less compliant compared to asphalt binders at low temperatures. Three methods were investigated: one consisting of a two step loading procedure that did not require any change in the current BBR device, another that used the maximum load of BBR device with software modification that improved resolution of measured deflections and the third involving the use of high and intermediate temperature results and time temperature superposition principle to predict the lowest temperature results. After a comprehensive set of tests performed, it was found that the simplest test method avoided testing at low temperature levels and predicted creep stiffness from data obtained at higher temperature. The loading method that uses the maximum load capacity of the BBR device can be also pursued taking into consideration that the deflection data may be noisy for very stiff mixtures. Although the double step method gives reasonable results, its use is not recommended for routine testing because of its operator sensitivity. Additional testing was performed to identify differences in creep compliance results when testing was performed in two cooling media: ethanol and air. Work in the second phase will focus on testing and data analysis of BBR thin beams. Data on the BBR mixture creep compliance will be obtained and compared with the Indirect Tension Test (IDT) creep compliance data to ascertain equivalence or develop correlations between the creep compliance provided by the two methods. In addition, a method will be developed to allow back calculation of asphalt binder properties from the mixture test using either existing volumetric properties or some simple scanning technique. The outcome of this phase will be a detailed step-by-step method describing how to analyze data from BBR testing of thin asphalt mixture beams. KW - Asphalt mixtures KW - Cooling KW - Creep KW - Creep compliance KW - Indirect tension test KW - Low temperature KW - Tension KW - Testing UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2589 UR - https://trid.trb.org/view/1334233 ER - TY - ABST AN - 01547251 TI - Investigation of a Full-Lane Acoustic Scanning Method for Bridge Deck NDE AB - This project will develop and test an acoustic scanning method for non-destructive condition evaluation of bridge decks. Work in Stage 1 focuses on the development of an acoustic scanning prototype system. Mechanical components of the testing prototype have been procured and assembled. The prototype design considers issues such as impact source type, trigger mechanism, background noise, rolling vibrations, etc. The basic requirements for non-contact sensors for the proposed seismic-based tests have been established. This effort is guided by finite element simulations of the expected responses from defective and healthy deck structures. The data acquisition and analysis hardware and software are being developed. The acquisition and analysis are carried out using self-contained, personalized software toolbox functions that have been developed. Work in the Stage 2 will focus on system refinement and field evaluation. The spatial arrangement of the sensors in the field prototype will be optimized. The prototype unit will be evaluated for accuracy and efficiency in detecting defects in laboratory test specimens prior to field testing. Following testing at an in-house pavement site, the prototype system will be field tested on an in-service bridge deck. The final report will document all data and developments of the bridge deck scanning system along with an assessment of the technology for implementation and commercialization. KW - Acoustic sensors KW - Acoustics KW - Bridge decks KW - Finite element method KW - Nondestructive tests KW - Scanners KW - Sensors UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2590 UR - https://trid.trb.org/view/1334232 ER - TY - ABST AN - 01547250 TI - Active Confinement of Bridge Piers Using Shape Memory Alloys AB - This project will develop and test a system for the active confinement of reinforced concrete bridge piers using shape memory alloys (SMAs). Work in Stage 1 focuses on evaluating SMA-based materials for the proposed confinement of bridge piers. A material testing program is in progress to determine the stress-strain behavior of concrete cylinders actively confined with SMAs. Two SMA-based products (SMA spirals and hoops) were evaluated for their thermo-mechanical characteristics and effectiveness in enhancing the concrete compressive strength and ductility. The Ni-Ti alloy was used in the first stage of the tests. Results showed that applying the confining pressure using the Ni-Ti SMA wires improved compressive strength and ductility of the concrete cylinders by 30% and 220%, respectively. A new series of tests is underway using a new type of SMAs with enhanced thermal characteristics (NiTiNb). This new SMA will reduce significantly the prestress losses in SMA wires. Work in the second phase of the project will focus on structural testing of bridge columns. A series of quasi-static cyclic tests will be conducted on a number of reduced-scale reinforced concrete bridge columns. The SMA products evaluated and selected in the first phase will be used to retrofit the test columns using active confinement technique. Tests will also include column specimens retrofitted using conventional passive confinement techniques (FRP wraps). The specimens that will be used in these tests are currently being designed and detailed. The effectiveness of SMAs retrofit will be compared with conventional retrofits by evaluating the hysteretic behavior of the tested columns and assessing the amount of damage. The final report will document all data and developments of the SMA-based reinforcement system for bridge columns along with an assessment of the technology for implementation and commercialization. KW - Bridge piers KW - Compressive strength KW - Cylinders (Concrete) KW - Ductility KW - Reinforced concrete KW - Shape memory alloys UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2591 UR - https://trid.trb.org/view/1334231 ER - TY - ABST AN - 01547249 TI - Development of a Second Generation Neutron-Based Detector for Chloride in Concrete AB - This project will develop and test a neutron-based detector system for detecting and measuring chloride in in-service concrete. The work will be carried out in three stages. Work in Stage 1 will focus on optimizing the design of the chloride detection system through numerical simulations of the neutron and gamma ray transport mechanisms utilizing the computer code MCNP and optical ray tracing. The optimization will include the moderator design and the detectors configuration. Work in Stage 2 will focus on assembling the instrument and its calibration for chloride measurement. The neutron-based detector system will be fabricated and its performance evaluated using known gamma-ray standards. The system will be calibrated for chloride detection using concrete slabs with known amounts of chloride. Work in the third and final stage will focus on field testing of the chloride detector system on highway bridges selected in collaboration with Maryland State Highway Administration. The chloride test results will be compared with those obtained by conventional chemical methods on drilled concrete cores. The final report will provide all data and guidelines for implementing the neutron-based technology for detecting chloride in concrete in the field. KW - Calibration KW - Chemical properties KW - Chlorides KW - Concrete KW - Detectors KW - Gamma rays KW - Highway bridges KW - Maryland KW - Neutrons KW - Second generation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2592 UR - https://trid.trb.org/view/1334230 ER - TY - ABST AN - 01547248 TI - Real-Time Remote Evaluation of Post-Event Residual Capacity of Highway Bridges AB - This project will develop and demonstrate the application of a base line-free sensor methodology for real-time monitoring and assessment of post-event integrity and safety of highway bridges. The work will be carried out in two stages. Work in Stage 1 will focus on two main tasks. The first task will involve development of a method for post-event bridge structural damage assessment based on vibration responses measured during the event and structural stiffness and damping identification. Four different methods as detailed in the proposal will be explored and compared through seismic shaking table tests of a multi-span bridge model. The second task will involve development of a method to estimate the post-event remaining capacity of a bridge based on the structural damage assessment results. The identified post-event structural stiffness will be used to update the structural model for push-over analysis to allow determination of the remaining capacity of the bridge. Work in Stage 2 will involve software development and field demonstration. The methods for post-event damage assessment and capacity estimation developed in Stage 1 will be packaged into efficient computer algorithms software. The software package will be evaluated using seismic shaking table test results and integrated with an instrumented test bed bridge for long-term evaluation. The final report will document development of the methods and the associated software and provide an assessment of their technical and commercial feasibilities. An exploratory software package along with a users manual for real-time, remote assessment of damage and evaluation of post-event residual capacity of bridges will also be provided. KW - Design capacity KW - Earthquake resistant design KW - Highway bridges KW - Real time information KW - Service life KW - Shaking table tests KW - Stiffness KW - Structural analysis KW - Structural damages UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2593 UR - https://trid.trb.org/view/1334229 ER - TY - ABST AN - 01547247 TI - Scanning Capacitive Arrays for Real-Time, In-Situ Imaging of Density and Thickness in HMA Roadways AB - This project will develop and evaluate the application of scanning dielectrometer arrays for real-time imaging of density and thickness of hot mix asphalt during asphalt pavement construction. The work will be carried out in two stages. Work in Stage 1 will focus on establishing the parameters necessary for using scanning dielectric arrays for real-time imaging of hot mix asphalt (HMA) density during pavement construction. Dieclectrometer measurements will be made on HMA samples to establish baseline values for complex permittivity. Local variations in permittivity as well as any effect of temperature will also be evaluated. Computer simulation of dielectrometer arrays for scanning and imaging of HMA mat during pavement construction will be performed and correlations of material dielectric and geometric properties with physical properties will be investigated. Work in Stage 2 will focus on laboratory testing of scanning array methodology to determine its technical feasibility. Laboratory testing on large format dielectrometer arrays will be conducted and their performance compared with that predicted by computer simulations. Issues dealing with resolution for determining density variations, adequacy of scan rate for construction process, and the effect of temperature variations in the HMA mat will be addressed. The use of water as a dielectric penetrant for tracking porosity in aging HMA pavements will also be investigated. The final report will contain all data and provide guidelines for field implementation of the technology.  KW - Density KW - Dielectric properties KW - Hot mix asphalt KW - Paving KW - Real time information KW - Simulation KW - Thickness UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2594 UR - https://trid.trb.org/view/1334228 ER - TY - ABST AN - 01547246 TI - Development of Sensing Methodology for Intelligent and Reliable Work Zone Hazard Awareness AB - This project will develop a methodology based on vision-based object recognition algorithms and integrated global positioning systems (GPS) and vision technologies to recognize and warn against intruding vehicles as well as hazards inside work zones. The work will be carried out in two stages. Work in Stage 1 will focus on developing object recognition and tracking algorithms. Following a literature review, algorithms will be developed to reliably detect, recognize, and track unauthorized vehicles intruding into taper of the work zone closure. Suitable hardware configuration (camera configuration) for the set-up will also be explored. Work in Stage 2 will involve development of safety warning algorithms. Working with Georgia Department of Transportation (DOT), hazard characteristics of a vehicle that could potentially intrude the taper of a work zone closure will be identified. Additionally, possible hazardous conditions will also be identified for establishing the comprehensive early-warning criteria. Using this information, early warning algorithms capable of minimizing the false negative and false positive (false alarms) will be developed. The final report will provide details on the developed algorithms along with results for the methodology in actual highway tests and guidelines for its implementation by state highway agencies. KW - Algorithms KW - Computers KW - Georgia KW - Global Positioning System KW - Lane closure KW - State departments of transportation KW - Warning systems KW - Work zone safety KW - Work zone traffic control UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2595 UR - https://trid.trb.org/view/1334227 ER - TY - ABST AN - 01464465 TI - Factors Related to Serious Injury and Fatal Motorcycle Crashes with Traffic Barriers AB - Motorcycle riders now account for more fatalities than the passengers of any other vehicle type involved in a guardrail collision. In 2005, motorcycle riders accounted for 42% of all fatalities resulting from a guardrail collision. Following motorcycle riders were car occupants with 32% of all fatalities in this crash mode. This is particularly surprising as cars compose over half of the vehicle fleet (55%) while motorcycles compose only 3% of the registered vehicles. In terms of fatalities per registered vehicle, motorcycle riders are dramatically overrepresented in number of fatalities resulting from guardrail impacts. Before the motorcycle-barrier problem can be addressed, there is a critical need to better understand the nature of the problem. Unlike passenger cars, however, there is virtually no in-depth crash investigation data describing motorcycle crashes. The most in-depth study, the Hurt Report, is based upon crash data that is now over 25 years old, and no longer adequately reflects either the motorcycles or barriers currently on the highways. Needed is a new in-depth investigation of serious and fatal motorcycle crashes into roadside barriers, which determines the characteristics of the driver, barrier, motorcycle, and roadway that control the incidence and outcome of motorcycles crashes. Cable barrier provides an example of a very effective barrier system, which is threatened by this lack of in-depth crash data. Motorcycle activist groups perceive cable barrier as a particular threat to motorcyclists referring to this barrier design as "cheese cutter." Both in the United States and overseas, these groups have actively lobbied for a ban on this type of barrier. In Norway and the Netherlands, these groups have succeeded in exerting sufficient political pressure to have cable barrier banned. To date however, there is little evidence to either support or refute the claims that cable barrier is more dangerous than w-beam barrier. Likewise, the lack of crash data prevents any understanding of injury mechanisms in motorcycle-barrier collisions. As an example, impacts into guardrail have been found to be much more dangerous than impacts into concrete barrier. It has been theorized that this difference in fatality risk may be because guardrail posts carry an extra risk to motorcyclists. Under this theory, there is a need to pad or otherwise protect the motorcyclist from the posts. An alternate theory however is that the difference may be related to impact speed. The conjecture is that crashes into guardrail impact may occur at a higher speed than crashes into concrete barrier, and post padding would have little effect. Without in-depth crash investigations, it is not possible to determine which theory is correct. Equally important to reducing the motorcyclist-barrier fatalities is the need to continue protecting passenger car occupants who are involved in barrier collisions. Programs such as NCHRP 350 crash testing have established an admirable record of safely redirecting errant vehicles onto the road without undue occupant risk. Any suggestion that cable or any other type of barrier should be removed to protect motorcyclists is unacceptable. Rather what are needed are barrier designs, safety programs, and research that can extend the safety record of barrier performance in car collisions to also encompass motorcyclists. Serious injury motorcycle crashes are increasing. A significant number of these involve a motorcyclist that hits a traffic barrier. However, it is unclear if the impact with the barrier is the most significant event involved in the injury. It may be possible that severe injuries occur in events prior to the impact with the barrier (such as an automobile impact with the motorcyclist or the motorcyclist hitting the pavement). It is also possible that vehicle improvements or improved training and enforcement may have a greater effect on the reduction of these crashes. This research will help direct the focus of efforts to improve safety for motorcyclists on the nation's highways. The objective of this research project is to identify characteristics involved in serious injury and fatal motorcycle collisions with traffic barriers. It is anticipated that this research will (1) conduct a literature search for previous research on this topic; (2) develop an evaluation plan that will result in a statistically significant sample of serious injury crashes between motorcyclists and traffic barriers; (3) conduct an in-depth investigation of serious and fatal motorcycle crashes into roadside barriers including driver (age, alcohol, injury outcomes), crash (speed, angle, sliding/nonsliding), barrier (cable, w-beam, impact location), roadway (highway geometrics, pothole), vehicle (make and model of m/c), and environment (day/night, wet/dry, oil); (4) identify crash characteristics where it may be beneficial to further explore countermeasures; and (5) produce a project report detailing the findings from this research. KW - Cable barriers KW - Crashes KW - Fatalities KW - Guardrails KW - Motorcycle crashes KW - Motorcyclists KW - Risk assessment UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2516 UR - https://trid.trb.org/view/1232695 ER - TY - ABST AN - 01462519 TI - Environmental Optimization of Aircraft Departures: Fuel Burn, Emissions, and Noise AB - Many airports recommend that aircraft operators use Noise Abatement Departure Procedures (NADP) to reduce the impact of noise on their neighboring communities. However, such procedures may result in adverse interdependent environmental effects, such as increased fuel burn and emissions. With the potential of significantly quieter aircraft being introduced in the near-future, optimizing or even eliminating the need for NADPs may enable substantial savings in fuel burn and exhaust emissions reduction while ensuring no noise increase (or even decrease) for communities near airports. In addition, the change to more direct routing can enable increased capacity at the airports due to more efficient use of airspace near the airports. The recent focus on CO2 as a climate change driver has brought added attention to aircraft fuel consumption. The efforts to reduce fuel consumption can be broadly put in two categories which are aircraft/engine design improvements and air traffic optimization. Within air traffic optimization, most of the effort has been focused on cruise. This proposal focuses on the take-off procedures that affect airports and airport communities more directly. For air traffic optimization, the NextGen focus has rightly been on reducing flight time. Reduced flight times generally translate into aircraft engines burning less fuel and emitting fewer pollutants. Since most of the flight time is spent in cruise, optimization of en-route or cruise tracks has been the focus of a majority of these efforts. However, the fuel consumed during cruise is typically less than 50% of the total fuel burn for a short range aircraft. The near-airport operations (arrivals and departures) have received less attention despite the potential for considerable fuel savings especially during take-off and climb to cruise. For arrivals, FAA has worked with airports, airlines and academia to study CDAs (Continuous Descent Arrivals), which simultaneously reduce fuel burn, emissions, and noise. The most attractive feature of CDA's from an environmental perspective is that there is no trade-off involved between emissions and noise--both decrease. For departures, however, the physical principles make this win-win (for emissions and noise) scenario difficult from an operational perspective. However, as quieter aircraft are introduced into service, we may have an opportunity to optimize departures to balance the impacts of noise and emissions. Given the limited efforts to date on environmental optimization of aircraft departures, this project can address the gap and provide a tool to help regulators and airports make environmentally optimal decisions. In summary, significantly quieter aircraft designs will enable direct flight tracks while keeping the same or reduced noise exposure to communities around airports. Quantification of the trades and benefits in fuel burn savings and airport capacity increase is a critical first step toward potential implementation of more environmentally friendly departure procedures. The prime objective of this research is to model and quantify (a) the reductions in source emissions (including fuel burn) and (b) the increase in air traffic capacity that can be achieved by optimizing noise abatement departure procedures for the next generation of quiet aircraft with the constraint that noise exposure remains the same or is reduced for communities around airports. Given the limited efforts to date on environmental optimization of aircraft departures, this project can address the gap and provide a tool to help regulators and airports make environmentally optimal decisions. Another important output of the analysis would be identifying the source noise reduction required to completely eliminate noise abatement departure procedures in order to maximize fuel burn savings.
 
KW - Aircraft exhaust gases KW - Aircraft noise KW - Airport operations KW - Arrivals and departures KW - Climate change KW - Environmental impacts KW - Environmental protection KW - Fuel burn KW - Fuel consumption KW - Noise KW - Noise control KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2575 UR - https://trid.trb.org/view/1230740 ER - TY - ABST AN - 01495912 TI - PCC Surface Characteristics - Rehabilitation (MnROAD Study) AB - Research findings will enable the Minnesota Department of Transportation (Mn/DOT) to specify ranges of values for friction, ride, and texture that will optimize quietness, ride, texture and friction in program delivery. It will reduce the incidence of uncomfortable ride, hydroplaning, and obnoxious whines, with the results of this study benefiting.the average road user. Research outcomes will facilitate a family of curves and algorithms that will address the optimization for giving good friction, which unfortunately was interpreted by profilometers as pavement roughness, as well as noise and friction. The researchers will have a prediction of noise level, based on the grinding techniques. The project will provide data for optimization of pavement quietness, friction, texture and ride. The researchers note that they will be in a better position to improve their diamond grinding and texture specification, if necessary. Also, the project will address the question as to what degree of total noise is generated by tire-pavement interaction. Monitored over time, performance versus time characteristics will be obtained for various grinding techniques. This pooled fund study is strictly to perform the surface characteristics research on rehabilitated test sections at Minnesota Road Research Facility (MnROAD); its funding will come from Mn/DOT and other participating states. The funding for the rehabilitation of the test sections will be obtained separately from Mn/DOT and other partners. KW - Minnesota Road Research Facility KW - Portland cement concrete KW - Ride quality KW - Surface course (Pavements) KW - Surface dynamics KW - Surface friction (Geophysics) KW - Texture KW - Tire/pavement noise UR - http://www.pooledfund.org/Details/Study/363 UR - https://trid.trb.org/view/1265853 ER - TY - ABST AN - 01464471 TI - Calibration of LRFD Concrete Bridge Design Specifications for Serviceability AB - The American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications represent an improvement in bridge design practice over past AASHTO specifications. A primary advantage of the LRFD is uniform reliability at the strength limit state, which was achieved by statistical calibration. Nevertheless, it was only possible to calibrate the service and fatigue limit states to past practice using engineering judgment and this process does not achieve uniform reliability. Although the lack of uniform reliability for these limit states affects both steel and concrete bridges, this project focuses on concrete bridges. To assure that uniform reliability is achieved for all limit states, the service and fatigue limit states need to be calibrated. The calibration shall include criteria for cracking, deformation, and concrete stresses, as well as the newly adopted fatigue provisions. Additional limit states may need to be added and calibrated to include other effects such as owner-specified design and permit vehicles, as one example. The objectives of this project are to develop new concrete service and fatigue limit states as needed, calibrate new and existing concrete service and fatigue limit states, and prepare specifications and commentary for consideration for adoption by the AASHTO Highway Subcommittee on Bridges and Structures. KW - AASHTO LRFD Bridge Design Specifications KW - Bearing capacity KW - Bridge construction KW - Bridge design KW - Girders KW - Prestressed concrete bridges KW - Resistance (Mechanics) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2508 UR - https://trid.trb.org/view/1232701 ER - TY - ABST AN - 01464398 TI - Developing Reliability-Based Bridge Inspection Practices AB - The National Bridge Inspection Standards (NBIS) mandate the frequency and methods used for the safety inspection of highway bridges. The inspection intervals specified in the NBIS require routine inspections to be conducted every 24 months, and that interval may be extended to 4 years for bridges that meet certain criteria and are approved by the Federal Highway Administration (FHWA). For bridges with fracture-critical elements, hands-on inspections are required every 2 years. The specified intervals are generally not based on performance of bridge materials or designs, but rather on experience from managing almost 600,000 bridges in the National Bridge Inventory. These inspection intervals are applied to the entire bridge inventory, but they may not be appropriate for all bridges. For example, recently constructed bridges typically experience few problems during their first decade of service and those problems are typically minor. Under the present requirements, these bridges must have the same inspection frequency and intensity as a 50-year-old bridge that is reaching the end of its service life. In the case of bridges with fracture-critical elements, newer bridges with improved fabrication processes and designs that mitigate the effects of fatigue are inspected on the same interval and to the same intensity as older bridges that do not share these characteristics. A more rational approach to determine appropriate inspection practices for bridges would consider the structure type, age, condition, importance, environment, loading, prior problems, and other characteristics of the bridge. There is a growing consensus that these inspection practices should meet two goals: (1) improving the safety and reliability of bridges and (2) optimizing resources for bridge inspection. These goals can be accomplished through the application of reliability theory. The objective of this project is to develop a recommended bridge inspection practice for consideration for adoption by the American Association of State Highway & Transportation Officials (AASHTO). The practice shall be based on rational methods to ensure bridge safety, serviceability, and effective use of resources. KW - Bridge inspection KW - Bridges KW - Fatigue (Mechanics) KW - Highway bridges KW - National Bridge Inspection Standards KW - Safety KW - Structural health monitoring UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2507 UR - https://trid.trb.org/view/1232628 ER - TY - RPRT AN - 01159763 AU - Magno, Carlos AU - Doyle, Terrence AU - Federal Highway Administration AU - Mid Region Council of Governments TI - Big I (I-40/I-25) Reconstruction and ITS Infrastructure PY - 2009/04/20/Tech Report SP - 7p AB - The New Mexico Department of Transportation (NMDOT) rebuilt the Big I interchange in Albuquerque to make it safer and more efficient and to provide better access. The Big I is where the Coronado Interstate (I-40) and the Pan American Freeway (I-25) intersect in Albuquerque, New Mexico. The original Big I was designed to support an average daily traffic (ADT) of 40,000 vehicles and was severely over capacity, experiencing an average of 1.7 crashes per day that were estimated to cost about $12 million annually (data from 1999). ADT in the interchange was approximately 300,000 vehicles prior to its redesign; the redesigned Big I has a design capacity of 400,000 ADT. The two-year project began on June 30, 2000 and involved 111 lane-miles of construction and 45 new and 10 rehabilitated bridges. For the Big I project, NMDOT employed ITS in the form of a mobile traffic monitoring and management system to help move the large number of vehicles through the extensive construction area. Mobile traffic monitoring and management systems use electronics and communications equipment to monitor traffic flow and provide delay and routing information to drivers and agency personnel. The ITS application deployed at the Big I in 2000 was used for the duration of the work zone (two years). The ITS components were deployed just prior to construction, with plans to incorporate portions of the system as part of a permanent ITS application for freeway management once construction was completed. NMDOT used ITS for this major construction project for several reasons, including: changes in traffic patterns, nighttime closures, and pre-determined alternate routes required that travelers be provided with high quality real-time information on travel route availability. The high volume of traffic moving through the Big I created great potential for congestion. NMDOT estimated that normal traffic volume had to be reduced by at least 20 percent to keep traffic moving through the Big I area. Incidents would create further congestion and require rapid response to avoid additional delays. A system was needed to provide accurate information, support quick identification of incidents, and help manage traffic through the area. The main goals of the ITS portion of the Big-I reconstruction were: (1) To provide traffic management capabilities and traffic information on traffic routing, detours, and significant incidents; (2) To minimize capacity restrictions due to incidents by more quickly identifying incidents and determining an appropriate and effective response to clear the roadway; and (3) To enhance traffic safety. The total cost of the Big I ITS infrastructure project was $1.5 million. NMDOT assumed ownership of all the ITS components at the end of the construction project. KW - Advanced traveler information systems KW - Highway traffic KW - Highway traffic control KW - Incident management KW - Intelligent transportation systems KW - ITS program technologies KW - New Mexico KW - Real time information KW - Reconstruction KW - Traffic flow UR - http://ntl.bts.gov/lib/32000/32500/32522/Big_I__I-40_I-25__Reconstruction_and_ITS_Infrastructure.pdf UR - https://trid.trb.org/view/920263 ER - TY - CONF AN - 01583542 AU - University of Minnesota, Twin Cities AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board AU - National Cooperative Highway Research Program TI - 2009 CEO Leadership Forum: Performance-Based Management in State DOTs: A Summary Report PY - 2009/04/19 SP - 34p AB - The fourth CEO Leadership Forum for State departments of transportation (DOTs), held April 19 through 21, 2009, centered on expanding the use of performance-based measurement as a way to achieve greater transparency and make efficient use of limited resources. The discussion focused on four areas: (1) Current trends, (2) Leadership experiences, (3) Best practices, and (4) Research and other initiatives for the American Association of State Highway and Transportation Officials (AASHTO), the Transportation Research Board (TRB), and the Federal Highway Administration (FHWA). Prior to the event, Cambridge Systematics surveyed the States to determine the degree to which States were using performance-based management and to find examples of best practices. The results of the survey were compiled into a white paper and used as background for discussion. A summary of the white paper is included in this document. U1 - 2009 CEO Leadership ForumMinneapolis,Minnesota,United States StartDate:20090419 EndDate:20090421 KW - Best practices KW - Leadership KW - Management KW - Performance KW - State departments of transportation KW - Surveys UR - https://trid.trb.org/view/1376114 ER - TY - ABST AN - 01464108 TI - Research for AASHTO Standing Committee on Highways. Task 266. Development of an Alternative Calibration Method for AASHTO T 153 AB - The objective of the research is to incorporate an alternative calibration method into AASHTO T 153 that will not use hazardous materials, yet will provide the level of accuracy and precision obtained by the current method. The researchers concluded that mechanical devices can be use to measure and calibrate Blaine cells with sufficient precision to allow users to conduct measurements without the need to handle mercury, and proposed changes to AASHTO Test Method T 153 to allow use of physical measurements. The report has been forwarded to AASHTO staff to make it available to the chair and members of the AASHTO Highway Subcommittee on Materials, and to consider adoption of the recommended changes. KW - Accuracy KW - Alternatives analysis KW - American Association of State Highway and Transportation Officials KW - Calibration KW - Hazardous materials KW - Precision KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2479 UR - https://trid.trb.org/view/1232336 ER - TY - ABST AN - 01563884 TI - Updating U.S. Precipitation Frequency Estimates for the Southeastern Region AB - The purpose of this study is to determine annual exceedance probabilities (AEP) and average recurrence intervals (ARI) for durations ranging from 5 minutes to 60 days and for ARIs from 1 to 1,000 years. The point estimates will be spatially interpolated to a spatial resolution of approximately 4km x 4 km. The study results will be published as volumes of the National Oceanic and Atmospheric Association's (NOAA's) Atlas 14, a wholly web-based publication available at www.nws.noaa.gov/ohd/hdsc. The publication will include the artifacts provided in Volumes 1 and 2, including access through the Precipitation Frequency Data Server, base grids in standard formats, electronic copies of maps, results of trend analyses, charts of seasonal distributions and probabilistic temporal distributions, and detailed documentation. Updated areal reduction factors are being developed as a separate appendix to NOAA Atlas 14 for the entire U.S., including Alaska. The project will review and process all reasonably available rainfall data. It is recognized that the rainfall data archived by NOAA's National Climatic Data Center (NCDC) may not be sufficient to accomplish the objectives of this project; therefore, other data available from sources such as State Climatologists and other Federal, State and local agencies will be examined and included, if appropriate. The state of the art techniques and processes developed and applied for NOAA Atlas 14 Volumes 1 and 2 will be applied. They include regional frequency analysis based on L-moments, including error estimates, a combination of PRISM-based techniques and CRAB for spatial interpolation, techniques for the analysis of climatic trend, temporal distribution and seasonality, internal consistency checks and a variety of automated processes designed to enhance productivity. Intermediate results, in the form of hourly and daily estimates at several ARIs, will be distributed for peer review, as will the final documentation. KW - Data collection KW - Data documentation KW - Precipitation (Meteorology) KW - Rainfall KW - Southeastern United States KW - U.S. National Oceanic and Atmospheric Administration UR - http://www.pooledfund.org/Details/Study/402 UR - https://trid.trb.org/view/1354990 ER - TY - ABST AN - 01563882 TI - Updating U.S. Precipitation Frequency Estimates for the Midwestern Region AB - The purpose of this study is to determine annual exceedance probabilities (AEP) and average recurrence intervals (ARI) for durations ranging from 5 minutes to 60 days and for ARIs from 1 to 1,000 years. The point estimates will be spatially interpolated to a spatial resolution of approximately 4km x 4 km. The study results will be published as volumes of National Oceanic and Atmospheric Administration (NOAA) Atlas 14, a wholly web based publication available at www.nws.noaa.gov/ohd/hdsc. The publication will include the artifacts provided in Volumes 1 and 2 including access through the Precipitation Frequency Data Server, base grids in standard formats, electronic copies of maps, results of trend analyses, charts of seasonal distributions and probabilistic temporal distributions, and detailed documentation. Updated areal reduction factors are being developed as a separate appendix to NOAA Atlas 14 for the entire U.S. including Alaska. The project will review and process all reasonably available rainfall data. It is recognized that the rainfall data archived by NOAA's National Climatic Data Center (NCDC) may not be sufficient to accomplish the objectives of this project. Therefore, other data available from sources such as State Climatologists and other Federal, State and local agencies will be examined and included if appropriate. The state of the art techniques and processes developed and applied for NOAA Atlas 14 Volumes 1 and 2 will be applied. They include regional frequency analysis based on L-moments including error estimates, a combination of PRISM based techniques and CRAB for spatial interpolation, techniques for the analysis of climatic trend, temporal distribution and seasonality, internal consistency checks and variety of automated processes designed to enhance productivity. Intermediate results in the form of hourly and daily estimates at several ARIs will be distributed for peer review as will the final documentation. KW - Data collection KW - Data documentation KW - Maps KW - Midwestern States KW - Precipitation (Meteorology) KW - Rainfall KW - Seasonal variations KW - U.S. National Oceanic and Atmospheric Administration UR - http://www.pooledfund.org/Details/Study/410 UR - https://trid.trb.org/view/1354988 ER - TY - ABST AN - 01563880 TI - Updating U.S. Precipitation Frequency Estimates for the Michigan and Wisconsin AB - The purpose of this study is to determine annual exceedance probabilities (AEP) and average recurrence intervals (ARI) for durations ranging from 5 minutes to 60 days and for ARIs from 1 to 1,000 years. The point estimates will be spatially interpolated to a spatial resolution of approximately 4km x 4 km. The study results will be published as volumes of National Oceanic and Atmospheric Association's (NOAA) Atlas 14, a wholly web based publication available at www.nws.noaa.gov/ohd/hdsc. The publication will include the artifacts provided in Volumes 1 and 2 including access through the Precipitation Frequency Data Server, base grids in standard formats, electronic copies of maps, results of trend analyses, charts of seasonal distributions and probabilistic temporal distributions, and detailed documentation. Updated areal reduction factors are being developed as a separate appendix to NOAA Atlas 14 for the entire U.S. including Alaska. The project will review and process all reasonably available rainfall data. It is recognized that the rainfall data archived by NOAA's National Climatic Data Center (NCDC) may not be sufficient to accomplish the objectives of this project. Therefore, other data available from sources such as State Climatologists and other Federal, State and local agencies will be examined and included if appropriate. The state of the art techniques and processes developed and applied for NOAA Atlas 14 Volumes 1 and 2 will be applied. They include regional frequency analysis based on L-moments including error estimates, a combination of PRISM based techniques and CRAB for spatial interpolation, techniques for the analysis of climatic trend, temporal distribution and seasonality, internal consistency checks and variety of automated processes designed to enhance productivity. Intermediate results in the form of hourly and daily estimates at several ARIs will be distributed for peer review as will the final documentation. KW - Data collection KW - Data documentation KW - Michigan KW - Precipitation (Meteorology) KW - Rainfall KW - U.S. National Oceanic and Atmospheric Administration KW - Wisconsin UR - http://www.pooledfund.org/Details/Study/436 UR - https://trid.trb.org/view/1354986 ER - TY - RPRT AN - 01159280 AU - Smith, K L AU - Rao, S P AU - Vidalis, S AU - Darter, M I AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Advanced Quality Systems: Probabilistic Optimization for Profit (Prob.O.Prof) Software PY - 2009/04/09/Final Report SP - 109p AB - Contractors constantly have to make decisions regarding how to maximize profit and minimize risk on paving projects. With more and more States adopting incentive/disincentive pay adjustment provisions for quality, as measured by various acceptance quality characteristics (AQCs), a contractor likely has to evaluate several options before selecting an optimum target quality that accomplishes this goal. The greater the number of AQCs, the more complex the assessment the contractor is required to perform, and the less intuition and experience can be relied upon. Highway agencies also need to evaluate their specifications to determine the appropriateness of the process and criteria, and to ensure that the specifications do not have any undesirable consequences. If, for example, an agency learns that there is an economic benefit for contractors to construct pavements at substandard quality levels because of inadequate disincentives, then the agency may need to adjust the specification pay schedule accordingly. Prob.O.Prof 2.0 is a newly developed software tool that can be used by contractors and agencies alike to make keen business decisions regarding the levels of pavement quality to target. This probabilistic, Microsoft Excel®-based program is an enhancement of the original Prob.O.Prof program, developed as part of a Ph.D. dissertation at the University of Florida (Vidalis et al., 2006). It entails a major expansion of the original program through the incorporation of three additional State department of transportation (DOT) portland cement concrete (PCC) pavement specifications and the introduction of four State DOT hot mix asphalt (HMA) pavement specifications. As a result of this expansion, other forms of quality measures besides percent within limits (PWL), such as average absolute deviation (AAD), averages, and average minus standard deviation, can be evaluated, along with other AQCs and pay factor schedules. KW - Acceptance tests KW - Asphalt pavements KW - Concrete pavements KW - Decision making KW - Paving KW - Pay adjustments KW - Pay factors KW - Payment KW - Quality assurance KW - Quality control KW - Software KW - Specifications UR - http://ntl.bts.gov/lib/35000/35500/35545/FHWA-HRT-10-056.pdf UR - https://trid.trb.org/view/919857 ER - TY - ABST AN - 01464292 TI - Research for the AASHTO Standing Committee on the Environment. Task 60. Increased Use of Environmentally Preferable, Non-Toxic Products to Reduce Costs, Liabilities, and Pollution at DOT Offices, Maintenance Facilities and Rest Stops AB - Governments at all levels in the U.S. spend over $700 billion on procurement annually, comprising $1 of every $5 spent in the U.S. As large buyers with environmental stewardship responsibilities and commitments, departments of transportation (DOTs) play a role in shifting the U.S. toward sustainability and away from materials known to cause human health or environmental problems. Environmentally preferable means "products or services that have a lesser or reduced effect on human health and the environment when compared with competing products or services that serve the same purpose," according to the Instructions for Implementing Executive Order 13423 (PDF). The objective of this task is to assemble a summary of current chemical use trends and approved green products that are or could be used by DOTs for maintenance and operations. Examine if the approved green products lists can be further supplemented and build a source database of possible green products for DOTs to use. Identify products that can help reduce 1) compliance permitting, reporting and inventory requirements; 2) worker health and safety requirements, liabilities, monitoring, and concerns; 3) environmental impacts and protection requirements to carefully contain, manage, and properly dispose of hazardous materials; and 4) costs for regulatory fees and requirements, disposal and recycling fees, environmental protection measures, and worker protection. KW - Chemical properties KW - Environmental protection KW - Liabilities KW - Maintenance facilities KW - Pollution KW - Procurement KW - Products KW - Roadside rest areas UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2618 UR - https://trid.trb.org/view/1232521 ER - TY - ABST AN - 01557213 TI - Research for the AASHTO Standing Committee on Planning. Task 91. Validation and Sensitivity Considerations for Statewide Models AB - This research will produce a report that documents validation and sensitivity issues that should be considered in the development and deployment of statewide models. This report should act as a supplement to the NCHRP guidance on model validation for urban models and highlight ways in which statewide models should be treated differently from urban models. At a minimum, the following tasks should be undertaken: (1) Review the market segments currently analyzed in statewide models and compare/contrast those segments and expected parameters with their urban counterparts. (2) Develop model "reasonableness" comparison data appropriate to statewide models. (3) Document data sources and likely ranges of values for inputs and outputs of statewide models. (4)Explore in detail the types of modal questions put to these models and provide guidance on how to determine adequacy of the model (goodness of fit) and expected sensitivities to key variables. (5) Provide specific examples on how states currently integrate freight, commodity and economic considerations into their statewide model and how to determine adequacy of the model as a forecasting tool (goodness of fit/predictability). (6) Provide a summary of the efforts of some states to integrate statewide land use models with their statewide travel models. KW - Guidelines KW - Information technology KW - Sensitivity analysis KW - Statewide KW - Traffic models KW - Validation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2638 UR - https://trid.trb.org/view/1346873 ER - TY - ABST AN - 01557212 TI - Research for the AASHTO Standing Committee on Planning. Task 93. Road Pricing Communication Practices AB - As the nation struggles to define new solutions and seeks political leadership to address such cross-cutting transportation issues such as finance, congestion, system capacity and performance, environmental stewardship, etc., more effective approaches are needed to educate policy makers, transportation professionals and the general public about all available solutions and the relationships between them. Recent research shows that the general public and key transportation stakeholders generally do not have a sense of the comparative costs and benefits of various types of solutions, and in particular, road pricing solutions, to traffic congestion. This research will produce a report that documents best practices in communicating with the public on all aspects of road pricing. The report will identify messages and delivery methods that have worked and not worked, along with the characteristics of successful road pricing communication campaigns. The audience for the report includes public officials, transportation professionals, and community leaders. KW - Best practices KW - Communication systems KW - Education KW - Policy making KW - Road pricing UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2640 UR - https://trid.trb.org/view/1346872 ER - TY - ABST AN - 01549590 TI - Research Program Design---Administration of Highway and Transportation Agencies. Estimating the Costs to State Governments Due to Highway-Related Debilitating Injury and Fatal Crashes AB - State department of transportation (DOT) officials responsible for safety programs consistently have difficulty building and maintaining interest and support among governors, legislators, and other high-level policy makers. While such officials acknowledge the importance of safety as a matter of public policy, issues of budgeting scarce fiscal resources and serving the varied interests of their political constituencies are primary concerns, and these interests often do not include safety and--as cases ranging from highway speed limits to motorcycle helmets illustrate--may even run counter to programs to enhance public safety. Because high-level policy makers are reliably concerned about fiscal matters, ability to demonstrate the impact of safety programs on state spending and revenues should enhance the ability of responsible DOT officials to secure support for safety programs. However, these DOT officials currently lack good information on the influence of road safety on state budgets. Highway crashes entailing debilitating injuries or fatalities have direct impact on state spending in several areas such as health care and emergency services, maintenance and repair, disability payments, insurance, and litigation, and arguably reduce future revenues. Research is needed to provide these officials with tools and information to asses the influence of road safety on their states' budgets. The Safe, Accountable, Flexible, Efficient Transportation Equity Act - A Legacy for Users (SAFETEA-LU) substantially increased funding in the Highway Safety Improvement Program (HSIP) and required DOTs to develop Strategic Highway Safety Plans (SHSPs) that address the critical "4Es of highway safety:" engineering, enforcement, education, and emergency medical services (EMS). In developing an SHSP, a DOT analyzes safety data and establishes strategies to address problems with a comprehensive set of actions incorporating the 4Es. States are required to adopt strategic and performance goals in their SHSPs to focus resources on areas of greatest need for improvement. A result of the requirement for SHSPs has been collection of data that may be analyzed to describe the influence of road safety on state budgets.  The objectives of this project are (1) to develop a methodology and electronic template to quantify the impacts of fatal and serious injury crashes on a state's overall operating budget, (2) using the methodology and template conduct two case studies using the states of Pennsylvania and Minnesota, and (3) develop a prototypical presentation format. KW - AASHTO Strategic Highway Safety Plan KW - Crash injuries KW - Fatalities KW - Highway safety KW - Highway Safety Improvement Program KW - Policy making KW - Speed limits KW - State departments of transportation KW - Traffic safety UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2625 UR - https://trid.trb.org/view/1339744 ER - TY - ABST AN - 01557214 TI - Research for the AASHTO Standing Committee on Planning. Task 90. Best Practices in the Use of Microsimulation Models AB - The objective of this research is to conduct an objective state of the practice analysis that includes selected states and metropolitan areas that, at a minimum, addresses the following questions: (1) Under what circumstances have micro simulation modeling efforts been found to be warranted and cost effective? Identify situations where there is a demonstrated return on investment. (2) In what ways have investing and conducting micro simulation led to better more effective designs and investment decisions? (3) How are states managing the costly data and network enhancements needed for micro simulation and dynamic segmentation modeling? (4) How are states developing, attracting, and retaining staff with the necessary expertise and knowledge to perform and oversee micro simulation modeling efforts? (5) What organizational and/or institutional arrangements have been useful in addressing any or all of the issues identified above? Research would result in a report that summarizes whether there is consensus on the state of the practice regarding where, when and how micro simulation modeling can be best supported, justified, and cost effective. KW - Best practices KW - Capital investments KW - Cost effectiveness KW - Data collection KW - Microsimulation KW - Return on investment KW - Traffic models KW - Traffic simulation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2637 UR - https://trid.trb.org/view/1346874 ER - TY - ABST AN - 01464492 TI - Analysis of Managed Lanes on Freeway Facilities AB - Managed lanes are becoming more prevalent on freeway facilities and their operational and geometric characteristics vary greatly. While there is no nationally recognized definition of managed lanes, for the purposes of this project, managed lanes are considered to include high-occupancy vehicle (HOV) lanes, high-occupancy/toll (HOT) lanes, and express toll lanes. The Highway Capacity Manual (HCM) includes methodologies for analyzing freeway facilities but it does not address managed lanes. Some of the reasons that HCM freeway methodologies may not apply to managed lanes are: (1) unique access patterns with general purpose lanes, (2) significant speed differentials between adjacent lanes, and (3) no opportunities for passing on single managed lanes. A better understanding of the operational characteristics of freeway facilities with managed lanes is needed. Transportation agencies need information on the performance of the managed and general purpose lanes to plan the facility and determine the pricing strategy to manage demand. Including performance assessment and operational analysis of managed lanes in the HCM would greatly enhance its usefulness to engineers, designers, planners, and decision makers.  The objectives of this project are to develop methods for the performance assessment and capacity analysis of managed lanes and to develop draft material for the post-2010 Highway Capacity Manual. Through NCHRP Project 3-92, the TRB Committee on Highway Capacity and Quality of Service is developing a new edition of the HCM, scheduled for publication in 2010. It is expected that the results of NCHRP Project 3-96 will be incorporated into a subsequent edition of the HCM. KW - Freeway operations KW - Freeways KW - High occupancy vehicle lanes KW - Highway capacity KW - Highway Capacity Manual KW - Managed lanes KW - Oversaturation (Traffic flow) KW - Traffic density KW - Traffic flow UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2490 UR - https://trid.trb.org/view/1232722 ER - TY - ABST AN - 01563881 TI - Novice Teen Drivers: Million Mile Study AB - The million-mile study of 14½ year-old drivers is the first study of its type to provide parents and teens context-related information on their driving development using video feedback. Using the DriveCam event triggered video recorder, this study will provide a unique and sustained look into young driver skill development for state and federal policy makers, and the automotive and insurance industries. The objective of this project is to examine driver skill development, behavior and safety of the youngest and most vulnerable drivers - 14½ year-old independent drivers driving to school and school-related activities. Fourteen year-old drivers have never been studied in the naturalistic driving context before. Applying a detailed analysis of this population will provide important additional data to understanding the driving development for our youngest drivers. Such data could be used in future policy enhancements for graduated drivers licensing and training recommendations. The long-range goal of this research is to reduce crashes and related injuries among teen drivers by increasing driving skill and safe driving practices. The project will test a family-focused intervention to influence teens driving and related safety behaviors. KW - Driver monitoring KW - Graduated licensing KW - Highway safety KW - Novices KW - Safe driving practices KW - Teenage drivers KW - Video UR - http://www.pooledfund.org/Details/Study/432 UR - https://trid.trb.org/view/1354987 ER - TY - ABST AN - 01464311 TI - Research for AASHTO Standing Committee on Highways. Task 270. Application of AASHTO LRFD Specifications to Design of Sound Barriers AB - The current design criteria for sound barriers are based on the AASHTO Standard "Guide Specifications for Design of Sound Barriers" dated 1989 and interims through 2002. The content of the AASHTO Guide Specifications for design of sound barriers is not consistent with the requirements of the AASHTO LRFD bridge design specifications. The load and load combinations of the AASHTO LRFD section 3.4.1 do not conform to the ones specified in AASHTO guide specifications article 1.2.1 and 1.2.2. The vehicular impact load and load factors used for design of sound barriers adjacent to roadways are different from the ones required by LRFD Specifications.
The LRFD design guidelines for sound barriers shall include all applicable loads, load combinations, and limit states relevant to sound barriers. Primary loads for design of sound barriers are wind under strength limit state, earthquake and vehicular impact loads under extreme event limit state. The objective of this research is to develop specifications and commentary for the design of sound barriers to be incorporated in the AASHTO LRFD Bridge Design Specifications. 
KW - AASHTO LRFD Bridge Design Specifications KW - Bearing capacity KW - Bridge design KW - Earthquake resistant design KW - Sound barrier UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2598 UR - https://trid.trb.org/view/1232540 ER - TY - ABST AN - 01464286 TI - Research for the AASHTO Standing Committee on the Environment. Task 63. Transportation Corridor Environmental Management Framework AB - Integrating environmental considerations into transportation planning, design, construction, maintenance, and operations is widely recognized as a complex and challenging undertaking. Since the passage of the National Environmental Policy (NEPA) and other environmental laws in the early 1970's, transportation agencies have been developing and using a wide variety of environmental management approaches to meet a vast array of environmental goals and requirements. These environmental management approaches have largely involved assessing, avoiding, minimizing, and mitigating the potential environmental effects of proposed transportation improvement projects on a project-by-project basis during the design and construction phases of managing the transportation system. The objectives of the proposed research are to: 1) conduct a synthesis of the state-of-the practice for transportation corridor environmental management and 2) develop a framework for improving corridor environmental management.

KW - Corridors KW - Environmental impacts KW - Environmental policy KW - State of the practice KW - Transportation corridors KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2624 UR - https://trid.trb.org/view/1232515 ER - TY - ABST AN - 01462359 TI - Synthesis of Information Related to Airport Problems. Topic S10-04. Airport Energy Efficiency and Cost Reduction AB - Airports use large amounts of energy for lighting and space conditioning (heating, ventilation and air conditioning). Some airport operators have reduced operating expenses by focusing on energy efficiency, considering both energy supply and energy consumption. Some airports have used terminal roofs or land areas to host alternative energy systems. Many airports have limited or eliminated unnecessary energy use in airport facilities has proven effective in reducing airport operating expenses. This synthesis will supplement ACRP RRD 1, Model for Improving Energy Use in U.S. Airport Facilities by compiling successful practices that airports facility managers have implemented to increase airport energy efficiency and reduce airport operating costs. Because there are many more small airports with fewer discretionary funds, additional focus should be on no-cost, low-cost and moderate-cost improvements. Successful practices could include but are not limited to: (1) Strategies to reduce redundant electric lighting and use daylight when available; (2) Power wheeling and metering; (3) Strategies to minimize glare and unwanted heat gain; (4) Strategies to use natural ventilation; (5) Heat exchange, recirculation and heat trap to save space heat and air from escaping buildings; (6) Lighting controls, including occupancy sensors; (7) Light positioning; (8) Use of roof and land areas to host alternative energy arrays; (9) Operational changes such as low-cost HVAC optimization, systematic maintenance of equipment, regular O&M energy audits; (10) Energy efficient remodeling/commissioning practices; and (11) Resultant energy and cost savings resulting from efficiency improvements The target audience for this synthesis is airport facilities managers, and design and engineering professionals who have input in determining the most logical strategies for improving energy efficiency as a way to reduce costs at airport facilities. Information will be gathered by literature review and survey. Stakeholder perspectives that should be considered through survey are airport facilities managers, tenants, and facilities engineers and designers. The synthesis principal investigator will succinctly report successful practices and resulting energy and cost savings involving no-cost, low-cost and moderate-cost energy efficiency improvements that reduce airport operating expenses. KW - Airports KW - Cost reduction KW - Electric potential KW - Energy consumption KW - Energy efficiency KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2644 UR - https://trid.trb.org/view/1230580 ER - TY - RPRT AN - 01544638 AU - Ardani, Ahmad AU - Mallela, Jagannath AU - Hoffman, Gary AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Utah Demonstration Project: Rapid Removal and Replacement of the 4500 South Bridge Over I-215 in Salt Lake City PY - 2009/04//Final Report SP - 61p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the Utah Department of Transportation (UDOT) was awarded a $1 million grant 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 and replace the 4500 South Bridge on State Route 266 over Interstate 215 in Salt Lake City over a weekend. This report includes construction details of the bridge superstructure built offsite on temporary abutments and prefabricated and cast-in-place bridge components and substructure built under the existing bridge without interfering with traffic flow. It also discusses use of a self-propelled modular transporter (SPMT) to remove the old bridge and to replace it with a new one. Under conventional construction, the impact of this project on the traveling public was estimated at 120 days, but with the use of accelerated construction techniques, the impact was reduced to a single weekend for I-215 and 10 days for SR 266. Using an SPMT and other ABC techniques added approximately $0.81 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 $3.24 million (or approximately 36 percent of the total project costs). Because of the success of this project, UDOT has decided to use ABC techniques more routinely on future projects and has set a goal of making ABC standard practice for all bridges by 2010. KW - Bridge construction KW - Cast in place structures KW - Costs KW - Economic analysis KW - Highways for LIFE KW - Prefabricated bridges KW - Salt Lake City (Utah) KW - Self-propelled modular transporters KW - Utah Department of Transportation UR - http://www.fhwa.dot.gov/hfl/summary/ut0409/ut_final.pdf UR - https://trid.trb.org/view/1329319 ER - TY - RPRT AN - 01454653 AU - Malyshkina, Nataliya V AU - Mannering, Fred L AU - Thomaz, Jose E AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Safety Impacts of Design Exceptions PY - 2009/04//Final Report SP - 74p AB - Compliance to the Indiana Department of Transportation's (INDOT) highway design criteria is considered essential to ensure the roadway safety. However, for a variety of reasons, situations arise where exceptions to standard-design criteria are requested and accepted after review. This research explores the impact that design exceptions have on the accident severity and accident frequency in Indiana. Data on accidents at 36 roadway sites with design exceptions and 71 without design exceptions are used in this research, and appropriate statistical models are estimated for the severity and frequency of these accidents. The results of the detailed statistical modeling show that presence of design exceptions, approved by INDOT, do not have a statistically significant adverse effect on the frequency or severity of accidents. While the data are too limited to investigate the effect of specific design exceptions (the number of Level One design exceptions granted is a modest number), the research herein shows that INDOT procedures for granting design exceptions have been sufficiently strict to avoid adverse safety consequences and that current practices should be continued. To guide future Level One design exceptions, the detailed statistical findings of this research effort suggest that using previous design exceptions as “precedents” would be the best way to proceed. To this end, it is recommended that INDOT maintain a database of Level One design exceptions. KW - Crash rates KW - Crash severity KW - Design exceptions KW - Highway design KW - Highway safety KW - Indiana KW - Indiana Department of Transportation KW - Statistical models UR - http://dx.doi.org/10.5703/1288284314312 UR - https://trid.trb.org/view/1218783 ER - TY - RPRT AN - 01454439 AU - Jung, Sochan AU - Santagata, Maria Caterina AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Mitigating the Expansive Behavior of Chemically Treated Soils PY - 2009/04//Final Report SP - 180p AB - Sulfate-induced heave, resulting from the chemical treatment of sulfate rich soils, has been known to cause significant damage to pavements and other structures particularly in the south-western United States. This research addressed the problem of sulfate-induced heave in coal mine spoils, formed as a result of shallow strip coal mining, after treatment with calcium-based stabilizers. These spoils occur in areas of Indiana in which substantial infrastructure development is taking place and will continue to occur in the next 10-15 years. Samples of coal mine spoils were obtained from different sites in Indiana. While the majority of the samples exhibited sulfate contents below values generally considered to be a concern, selected samples exhibited elevated sulfate contents, in the thousands of ppm. One of these samples, from the Hawthorn coal mine area in Sullivan County, Indiana, with sulfate content exceed 10,000 ppm, the critical threshold value above which, according to the literature, significant heave may be expected, was selected for extensive testing. The sample, extremely heterogeneous in nature, was crushed and screened to eliminate the coarser aggregates. The study investigated the swelling behavior of this material treated with the following calcium-based stabilizers: hydrated lime, quick lime and Portland cement, at dosages ranging from 1.5% to 9% by dry mass of the soil. The experimental program involved compaction tests performed using the Harvard miniature apparatus, and subsequent swelling tests on specimens compacted at optimum water content. The swelling tests, conducted over a period of one month were performed using the sand bath method in a custom setup housed in an environmental chamber. All specimens of the spoils treated with the stabilizers were found to exhibit swelling greater than that measured on the untreated spoil. Swelling of the treated spoil, was initially delayed and approached a constant value after approximately one month. The highest swelling strain (in excess of 10%) was measured on the specimens treated with 3% hydrated lime. Also for the other stabilizers, a lower dosage typically resulted in higher final swelling strains. Tests were also conducted to examine the effect of the surcharge stress on the swelling behavior and explore the effectiveness of the following two mitigation techniques: pre-compaction mellowing and double lime treatment. A pre-compaction mellowing period of 2-3 days was observed to lead to swelling strains comparable to those of the untreated soil. No advantages could be identified in using double lime treatment. The experimental program also included tests for the chemical and mineralogical characterization of the spoil-stabilizer mixtures and the specimen pore fluid at the end of the swelling stage. In particular, X-ray diffraction and thermo-gravimetric analyses provided evidence of the presence of ettringite in all soil-stabilizer specimens. The crystallization pressure exerted from inside the soil because of the formation of this new phase can be considered responsible for the observed swelling. In a few cases, including that corresponding to the highest swelling strain, the detection of ettringite was problematic. This seems to result from the formation, with low additions of calcium, of a poorly-crystallized ettringite. Several mitigation strategies were investigated: double lime treatment, pre-compaction mellowing. KW - Blowup (Pavements) KW - Calcium oxide KW - Indiana KW - Portland cement KW - Soil compaction test KW - Soil heave KW - Soil stabilization KW - Spoil KW - Strip mining KW - Sulfate-rich soils KW - Sulfates KW - Swelling UR - http://dx.doi.org/10.5703/1288284314303 UR - https://trid.trb.org/view/1218769 ER - TY - RPRT AN - 01454438 AU - Matlock, Myron AU - Fricker, Jon D AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Multi-Jurisdictional Issues Related to Congestion Management PY - 2009/04//Final Report SP - 90p AB - When a project intended to solve transportation problems such as congestion and access management involves multiple cities, counties, and/or state agencies, disputes can occur due to incompatible interests, resulting in project delays. Creating a mechanism that allows the agencies to communicate and work together during the planning stages can improve the effectiveness of the final plan for the project. The purpose of this study was to develop and provide transportation agencies with coordination and collaborative strategies that could be used to help the various agencies work together on multiple projects. This study was based on a study of the literature in disciplines such as economics, management, and social sciences to investigate collaborative structures and management strategies. Collaboration that involves cities, counties and/or state agencies would use a forum discussion to discuss issues and formulate transportation project solutions on an ad hoc basis, allowing for flexibility from case to case. These organizations would manage the process using the jurisdictional-based model, where an agency such as the metropolitan planning organization (MPO) would serve as the coordinator between jurisdictions during the planning process. KW - Congestion management systems KW - Cooperation KW - Coordination KW - Interagency relations KW - Literature reviews KW - Regional planning KW - Stakeholders KW - Strategic planning KW - Transportation departments UR - http://dx.doi.org/10.5703/1288284314300 UR - https://trid.trb.org/view/1218766 ER - TY - RPRT AN - 01454431 AU - Matlock, Myron AU - Fricker, Jon D AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Guidelines for INDOT-MPO Coordination PY - 2009/04//Final Report SP - 100p AB - Federal legislation, such as the Safe Accountable Flexible Efficient Transportation Equity Act – A Legacy for Users (SAFETEA-LU), mandates that each state’s Department of Transportation (DOT) coordinate with the Metropolitan Planning Organizations (MPO) within the state in the development and implementation of their Long-Range Transportation Plans. However, federal legislation does not indicate how the DOT and MPOs should work together, resulting in varying collaborative strategies from case to case. Developing a set of collaborative strategies that MPOs in the state of Indiana and the DOT could use during the transportation planning process could result in faster information processing and improved communication between the agencies. The purpose of this study was to develop and provide transportation agencies with coordination and collaborative strategies that could be used to help the various agencies work together on multiple projects. This study was based on a study of the literature in disciplines such as economics, management, and social sciences to investigate collaborative structures and management strategies. Surveys based on the results of the literature review were developed and distributed to the six Indiana Department of Transportation (INDOT) Districts, the MPOs, and selected state DOT officials. The surveys helped identify issues regarding collaboration and coordination in transportation and collaborative strategies currently being used. A collaborative structure and management technique for INDOT-MPO collaboration was formulated based on the literature and responses from transportation officials. The collaborative structure consists of planners, engineers, and supervisors from the MPOs and INDOT at each level in the organization. The stakeholders would use the backward mapping process to identify issues and solutions to transportation projects. KW - Communication KW - Cooperation KW - Coordination KW - Decision making KW - Indiana KW - Interagency relations KW - Literature reviews KW - Long range planning KW - Metropolitan planning organizations KW - State departments of transportation KW - Surveys KW - Transportation planning UR - http://dx.doi.org/10.5703/1288284314301 UR - https://trid.trb.org/view/1218767 ER - TY - RPRT AN - 01454137 AU - Sharkey, Jennifer L AU - Fricker, Jon D AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Economic Development Performance Measures and Rural Economic Development in Indiana PY - 2009/04//Final Report SP - 34p AB - An important consideration when identifying and implementing transportation investments is the prospect of economic development. Government agencies are faced with the challenging task of efficiently allocating scarce resources in order to satisfy the physical needs of the state and its communities. The Indiana Department of Transportation has the difficult task of prioritizing projects involving urban and rural transportation investments while attempting to satisfy both local and state needs. Typically, urban settings provide the greatest opportunity for economic development, due to population density, public infrastructure, and ready markets. Consequently, rural areas may get left behind, becoming more isolated and unattractive from a business and even residential standpoint. Therefore a study is needed to identify the methodology that can accurately evaluate the economic impacts of a transportation investment, with emphasis on rural Indiana. A variety of performance measures could be used when evaluating a potential investment. This study has sought to identify and assess economic development performance measures to be used when evaluating transportation investments in rural Indiana. A list of the twelve most promising performance measures has been compiled, with a corresponding list of their advantages and disadvantages. The list provides a useful framework for economic analysis of rural transportation investments. This study recognizes that further research is needed in order to provide a more robust conclusion regarding the link between transportation investment and economic development. At the time this study was stopped, these investigations were underway. While the performance measure study provides a good beginning for economic studies, the additional research can help to enhance and refine the use of these measures. KW - Economic development KW - Economic impacts KW - Indiana KW - Performance measurement KW - Rural areas KW - Transportation investment UR - http://dx.doi.org/10.5703/1288284314290 UR - https://trid.trb.org/view/1218756 ER - TY - RPRT AN - 01340435 AU - Gautreau, Gavin P AU - Zhang, Zhongjie AU - Wu, Zhong AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Accelerated Loading Evaluation of Subbase Layers in Pavement Performance PY - 2009/04//Final Report SP - 160p AB - This report documents the research efforts conducted at the Louisiana Transportation Research Center (LTRC) regarding chemical stabilization of the naturally wet and problematic clayey soils typically found as subgrade in south Louisiana and provides detailed information on experiment design, instrumentation, and field and laboratory tests. The objectives of the study included the exploration and development of a methodology to build reliable and conservatively achievable subgrade layers, stabilized with cementitious agents at various field moisture contents so that a treated subgrade layer would not only provide a working table for pavement construction, but could also function as a pavement subbase layer that contributes to the overall pavement structural capacity. Three additives were studied throughout this research: cement, lime, and lime-fly ash. Testing included moisture density evaluations, various additive percentages, various molding moistures and curing times, tube suction testing, resilient modulus and permanent deformation, Eades and Grim tests, and Accelerated Loading Facility (ALF) tests on similar full-scale pavement sections with cement-stabilized and lime-treated subgrades with the magnitude of the ALF loads kept at 9,750 lb. for the first 200,000 repetitions then increased in incremental intervals of 2,300 lb. The laboratory and field research confirmed that among subbase treatments evaluated, cement stabilized soil provided the best performance followed by lime-treated soil. Field and laboratory results also indicated that treating clays with lime and silts with cement will create stronger foundations for pavement structure, because when the appropriate additive and amount is added, the treatment modifies the soil to create consistent, drier layers with improved strength and stiffness and reduced moisture sensitivity as compared to the raw natural soil. A life cycle cost analysis based on the field test results of this study revealed that using a 12-in. cement stabilized soil subbase in lieu of a lime-treated working table layer will create a 37 percent annualized cost savings for low-volume and 31 percent cost savings for high-volume pavement structures in Louisiana. The primary recommendation emphasized the expanded use of treated subgrade layers with target strengths applied to all subgrades susceptible to moisture intrusion in Louisiana ― rather than optional, working table, subgrade treatment. Treatment alternatives should be based on a benefit cost analysis. Additionally, updates to the Standard Specifications are paramount, which foster implementation and increased options of chemical additives to treat wet subgrade soils at competitive costs, while still producing effective subbase and treated subgrade layers. KW - Accelerated pavement tests KW - Calcium oxide KW - Cement KW - Lime fly ash KW - Louisiana KW - Pavement performance KW - Soil stabilization KW - Subbase (Pavements) KW - Subgrade (Pavements) KW - Subgrade materials KW - Traffic loads UR - http://www.ltrc.lsu.edu/pdf/2011/fr_468.pdf UR - http://ntl.bts.gov/lib/37000/37800/37866/fr_468.pdf UR - https://trid.trb.org/view/1101247 ER - TY - RPRT AN - 01334236 AU - Anderson, Keith W AU - Uhlmeyer, Jeff S AU - Kinne, Chuck AU - Pierce, Linda M AU - Muench, Steve AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Use of the Maturity Method In Accelerated PCCP Construction PY - 2009/04//Final Report SP - 104p AB - This report describes the maturity concept and its application on three case studies on actual construction projects. The three were all paving projects in the state of Washington, one a complete rebuild of a section of I-5 in downtown Seattle, and the other two panel replacements, one on I-5 in Bellingham and the other on I-205 in Vancouver. The study found that maturity is a useful tool for determining the strength of the pavement and allowing early opening of the roadway to traffic. The use of all of the principles of the maturity concept such as the development of the calibration curve, the use of the verification method to assure compliance of the mix with the original mix, and systematic record keeping and reporting were not evenly applied on each case study. As a result of the uneven application, additional case studies with strict compliance to all principles of the maturity concept are recommended prior to the full implementation of this tool on future accelerated paving projects. KW - Accelerated construction KW - Bellingham (Washington) KW - Case studies KW - Concrete pavements KW - Maturity method KW - Paving KW - Portland cement concrete KW - Seattle (Washington) KW - Vancouver (Washington) KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/698.1.pdf UR - https://trid.trb.org/view/1097567 ER - TY - RPRT AN - 01160002 AU - Russell, Mark AU - Uhlmeyer, Jeff AU - Weston, Jim AU - Roseburg, Jerry AU - Moomaw, Tim AU - DeVol, Joe AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Evaluation of Warm Mix Asphalt PY - 2009/04 SP - 67p AB - This report provides details of the construction of a warm mix asphalt (WMA) test section on Interstate 90 in Washington State. The test section consists of 7,813 tons of hot mix asphalt (HMA) and 4,724 tons of WMA produced using Sasobit®. Placement of the WMA used the same equipment and procedures as the HMA and attained the same level of density. Temperature reductions of 30-50°F were achieved using Sasobit®. A final report detailing the performance of the HMA will be prepared five years after completion of the construction. KW - Evaluation KW - Paving KW - Sasobit KW - Warm mix paving mixtures UR - http://www.wsdot.wa.gov/research/reports/fullreports/723.1.pdf UR - http://ntl.bts.gov/lib/56000/56100/56171/WA-723.1.PDF UR - https://trid.trb.org/view/920537 ER - TY - RPRT AN - 01159899 AU - Alfelor, Roemer M AU - Federal Highway Administration TI - Weather Integration in TMC Operations: A Self-Evaluation and Planning Guide PY - 2009/04 SP - 2p AB - This flyer describes how Traffic Management Centers (TMC) can integrate weather information into their daily operations, and is based on the Road Weather Management Program publication, Self-Evaluation and Planning Guide (FHWA-JPO-08-057). The Guide can help TMCs identify the major weather events that affect operations; assess critical weather impacts in their jurisdiction; and identify existing level of weather integration in the TMC. The Guide also provides information on prioritizing TMC operational needs for responding to weather events; implementing strategies for integrating weather information (ranging from basic to more sophisticated strategies and technologies) that best their operational needs; and gathering additional information to assist in developing a weather integration plan. KW - Intelligent transportation systems KW - Road weather information systems KW - Traffic control centers KW - Traveler information and communication systems KW - Weather KW - Weather conditions KW - Weather forecasting UR - http://ntl.bts.gov/lib/32000/32500/32519/weather_integration.pdf UR - https://trid.trb.org/view/920314 ER - TY - RPRT AN - 01158472 AU - Federal Highway Administration TI - Measuring Border Delay and Crossing Times for Freight: El Paso-Ciudad Juarez Bridge of the Americas PY - 2009/04 SP - 2p AB - FHWA’s Office of Freight Management and Operations is measuring the time required for trucks to cross the Bridge of the Americas and to establish a baseline dataset. The first phase of the project, now completed, selected Radio Frequency Identification (RFID) technology to implement and evaluate. The second phase of the project is now underway and focuses on the following six tasks: Task 1. Contact project stakeholders; Task 2. Evaluate technologies; Task 3. Develop implementation plan; Task 4. Demonstrate technology effectiveness; Task 5. Evaluate results; and Task 6. Prepare final report. KW - Bridge of the Americas KW - Data collection KW - El Paso-Ciudad Juarez border crossing KW - Freight transportation KW - International borders KW - Radio frequency identification KW - Stakeholders KW - Transborder traffic KW - Travel time UR - http://ntl.bts.gov/lib/32000/32400/32447/FHWA-HOP-09-033.pdf UR - https://trid.trb.org/view/919275 ER - TY - RPRT AN - 01158470 AU - Federal Highway Administration TI - Measuring Cross-Border Travel Times for Freight: Otay Mesa-Tijuana International Border Crossing PY - 2009/04 SP - 2p AB - FHWA’s Office of Freight Management and Operations is measuring the time required for trucks to cross the Otay Mesa-Tijuana border and to establish a baseline dataset. The first phase of the project, now completed, identified Automatic License Plate Recognition (ALPR) and Global Positioning System (GPS) technologies for evaluation. The second phase of the project is now underway and focuses on the following six tasks: Task 1. Contact project stakeholders; Task 2. Evaluate technologies; Task 3. Develop implementation plan; Task 4. Demonstrate technology effectiveness; Task 5. Evaluate results; and Task 6. Prepare final report. KW - Automatic license plate readers KW - Data collection KW - Freight transportation KW - Global Positioning System KW - International borders KW - Otay Mesa-Tijuana border crossing KW - Stakeholders KW - Transborder traffic KW - Travel time UR - http://ntl.bts.gov/lib/32000/32400/32448/FHWA-HOP-09-032.pdf UR - https://trid.trb.org/view/919274 ER - TY - RPRT AN - 01154162 AU - Loudon, Bill AU - DKS Associates, Incorporated AU - Federal Highway Administration TI - A Domestic Scan of Congestion Pricing and Managed Lanes PY - 2009/04 SP - 59p AB - Under the sponsorship of the Federal Highway Administration, DKS Associates conducted a national scan of how agencies in major metropolitan areas are developing plans for congestion pricing and/or managed lanes. Staff members from the metropolitan planning organization (MPO) and the state department of transportation (DOT) in ten metropolitan areas were surveyed to find out how they are including consideration of congestion pricing and/or managed lanes in their metropolitan planning process and the development of their long range transportation plan for the region. In addition, the study team identified the projects that are already in operation in each region, those that are already in the long range plan and those that are being considered. The study results reported in this paper focused on how the MPOs, state DOTs and other key agencies interact, contribute and cooperate in the consideration of congestion pricing and/or managed lanes. The study also produced information on the methods used to evaluate these types of strategies including the modeling tools used; the performance measures used; and how network effects, diversion of trips, and equity effects are taken into account. The study identified how federal grants were used to fund studies and projects in the early stages of consideration of congestion pricing and/or managed lanes in the ten regions. Public and stakeholder involvement methods used by the MPOs and state DOTs to advance projects were also identified. KW - Computer models KW - Congestion pricing KW - Financing KW - Long range planning KW - Managed lanes KW - Metropolitan areas KW - Metropolitan planning organizations KW - Performance measurement KW - Public participation KW - Stakeholders KW - State departments of transportation KW - Study tours KW - Surveys KW - United States UR - http://www.ops.fhwa.dot.gov/publications/fhwahep09044/fhwahep09044.pdf UR - https://trid.trb.org/view/915610 ER - TY - RPRT AN - 01142613 AU - Federal Highway Administration TI - Building Freight Professional Capacity in the 21st Century PY - 2009/04 SP - 6p AB - Efficient freight movement is a fundamental underpinning of the economic strength of the United States. The objective of the Federal Highway Administration’s (FHWA’s) Freight Professional Development (FPD) Program is to enable transportation professionals to improve their skills and knowledge to fully integrate freight movement into the transportation system’s development and operations. The FPD Program offers a broad range of professional capacity building opportunities including courses, workshops, seminars, and peer-to-peer exchanges. It provides access to information, resources, and tools that improve the understanding of how freight moves across the transportation network and how best to enable that movement while minimizing its impacts. This brochure describes many of the options available in the FPD Program. KW - Brochures KW - Continuing education KW - Freight transportation KW - Professional personnel KW - Transportation professionals UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09020/capacity.pdf UR - https://trid.trb.org/view/903044 ER - TY - SER AN - 01142085 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 C AU - Chitturi, Madhav V AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of LED Vehicular and Pedestrian Modules PY - 2009/04 IS - 09-043 SP - 157p AB - This study was conducted to verify the compliance of vehicular and pedestrian LED traffic signal modules with the Institute of Transportation Engineers specifications; and to assess drivers’ preferences of the LED modules. Four vehicular modules (ACS, Dialight, Leotek, and Lumination) and three pedestrian LED modules (Dialight, Leotek, and Lumination) were used. The compliance verification primarily involved reviewing the independent-lab testing reports, visual inspection of the modules, and analyzing the manufacturers’ responses to the questionnaires prepared by the research team. The solid LED modules provided by ASC had several issues with compliance with the ITE specification; however, the modules from other companies either complied or complied with reservation with all the ITE Specifications. No general conclusions were made for the arrow modules since at the time of completion of this study, ITE had not adopted a final specification for them. For pedestrian modules, all companies submitted independent lab test reports for some of the modules, but not for all. The reports showed that all these modules either complied with, or complied with reservation with most of the ITE specifications. To assess drivers’ preferences, 120 drivers participated in the evaluation of the modules. For solid modules in daytime, the participants’ ratings for the ASC were significantly higher than the other three companies. In nighttime, the ASC red module was rated much brighter than the Leotek module. However, for solid yellow and green modules, the brightness was rated the same for all companies. For red arrow modules in daytime when looking straight ahead, Dialight was rated similar to ASC, but significantly higher than Lumination and Leotek. However, for yellow and green arrows, Dialight was rated higher than all other three companies were. For all three colors of the arrow modules in daytime when looking at an angle, Dialight and ASC were rated significantly higher than Leotek and Lumination. For the pedestrian modules in daytime, the separate 12” Dialight module was rated significantly higher than the Leotek and Lumination modules. For 12” combination modules, Leotek and Dialight were rated higher than Lumination. For the 16”*18” combination modules, Lumination was rated significantly higher than Dialight. In rating the traffic modules, all of the respondents chose brightness, 93% chose color, and 88% selected uniformity as an important factor. The most important factor was brightness for 74%, color for 26%, and uniformity for 27% of the participants. In rating of the pedestrian modules, all of the respondents chose brightness, 94% chose color, 90% selected uniformity, and 70% selected size as an important factor. The most important factor was brightness for 75%, color for 25%, uniformity for 25%, and size for 23% of the participants. KW - Arrows (Signals) KW - Brightness KW - Color KW - Consumer preferences KW - Drivers KW - Evaluation KW - Green interval (Traffic signal cycle) KW - Light emitting diodes KW - Red interval (Traffic signal cycle) KW - Traffic signals KW - Yellow interval (Traffic signal cycle) UR - http://ntl.bts.gov/lib/31000/31000/31031/ICT-09-043.pdf UR - https://trid.trb.org/view/902096 ER - TY - SER AN - 01142055 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Borello, Daniel J AU - Andrawes, Bassem AU - Hajjar, Jerome F AU - Olson, Scott M AU - Hansen, James AU - Buenker, Jason AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Forensic Collapse Investigation of a Concrete Bridge with Timber Piers PY - 2009/04//Final Report IS - 09-042 SP - 61p AB - This report outlines the forensic investigation of the collapse of Bridge No. SN 019-5010 in DeKalb County, Illinois on August 19, 2008. The bridge consisted of three 42 feet precast prestressed concrete deck beams simply-supported by concrete pile caps with a timber pile foundation. Assessment based on site investigation, in situ readings, and analysis indicated that a geotechnical or superstructure failure may be ruled out. Samples of the oak timber piles were retrieved and tested under pure compression as well as combined compression and flexure. Laboratory testing results of these specimens were used to calibrate an analytical model of a full-scale single timber pile. The analytical model considered both symmetrical and unsymmetrical loading of the bridge. The results of the analytical model were used to determine the required live load to initiate collapse. The results of the investigation indicate that structural overload, leading to fracturing of the timber piles in combined compression and flexure, is the likely reason for the bridge failure. KW - Bridge piers KW - Collapse KW - Concrete bridges KW - Forensic science KW - Loads KW - Timber UR - http://ntl.bts.gov/lib/31000/31000/31030/ICT-09-042.pdf UR - https://trid.trb.org/view/902092 ER - TY - SER AN - 01142048 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Beyer, Matthew AU - Roesler, Jeffery R AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Mechanistic-Empirical Design Concepts for Continuously Reinforced Concrete Pavements in Illinois PY - 2009/04//Final Report IS - 09-040 SP - 85p AB - The Illinois Department of Transportation (IDOT) currently has an existing jointed plain concrete pavement (JPCP) design based on mechanistic-empirical (M-E) principles. However, their continuously reinforced concrete pavement (CRCP) design procedure is empirical and based on a modified AASHTO nomograph for jointed reinforced concrete pavement. The objective of this study was to develop and implement an M-E design procedure that IDOT could use for routine CRCP design. The proposed procedure is based on mechanistic-empirical design principles taken largely from the models presented in NCHRP 1-37A and on work completed by Dr. Dan Zollinger of Texas A&M University. The equations for calculating the mean crack spacing and the number of punchouts per mile at the end of the design life for a given traffic volume, pavement layer and CRC slab geometry, shoulder type, and layer material properties have been implemented in a user-friendly spreadsheet. Several new developments in the proposed design process are fatigue damage accumulations at the critical top and bottom location in the CRCP slab, equations for calculating the equivalent damage ratio for several shoulder types and crack stiffness values, application of a strength reduction factor to the concrete stress ratio calculated at the surface of the CRCP, and a new logistic-type punchout prediction model. Due to the numerous measured and assumed input variables in this CRCP design framework, the mechanistic analysis was calibrated against CRCP field performance data from Illinois and CRCP accelerated pavement test data completed at the University of Illinois. KW - Continuously reinforced concrete pavements KW - Design methods KW - Illinois KW - Mechanistic design KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design UR - http://ntl.bts.gov/lib/31000/31000/31028/ICT-09-040.pdf UR - https://trid.trb.org/view/902086 ER - TY - RPRT AN - 01139855 AU - Federal Highway Administration AU - Federal Transit Administration TI - Wilmington Area Planning Council New Castle County, Delaware and Cecil County, Maryland: A Performance-Based Approach to Integrating Congestion Management into the Metropolitan Planning Process PY - 2009/04 SP - 6p AB - The Wilmington Area Planning Council takes an objectives-driven, performance-based approach to its metropolitan transportation planning, including paying special attention to integrating its Congestion Management Process into its planning efforts. The agency benefits even more because of its close working relationship with the region’s primary public transportation provider – making transit a true partner in the regional planning process. In keeping with this partnership, the agency uses detailed transit data as one of the performance measures it uses to define congestion and relies upon a toolbox of solutions that includes transit options. The agency closely monitors the transportation system and tracks project effectiveness, reporting annually. To date, crash data has been incorporated into its congested corridor identification process, and future steps include enhancing coordination with regional partners and improving the assessment of the true costs and benefits of transportation improvements. KW - Congestion management systems KW - Metropolitan planning organizations KW - Performance measurement KW - Public transit KW - Regional transportation KW - Transportation Improvement Programs KW - Transportation planning KW - Wilmington (Delaware) UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09045/fhwahop09045.pdf UR - https://trid.trb.org/view/900149 ER - TY - RPRT AN - 01139821 AU - Federal Highway Administration AU - Federal Transit Administration TI - Capital District Transportation Committee Albany, New York: Placing the Congestion Management Process in the Context of Metropolitan Transportation Planning Goals and Objectives PY - 2009/04 SP - 5p AB - The Capital District Transportation Committee (CDTC) uses a broad and integrated approach for transportation planning in the Albany-Schenectady-Troy (New York) metropolitan area. This approach encompasses issues critical to the future of the Capital District, such as land use planning, development patterns, and general quality of life and economic development issues. These concerns are reflected in the agency’s Congestion Management Process (CMP). While congestion is an important issue, the public views many other issues as more important to its quality of life. To reflect this perspective, the metropolitan transportation plan focuses transportation investments to encourage urban reinvestment, mixed use, transit-oriented development, and context sensitive design. Likewise, performance measures balance congestion mitigation with a wide range of other measures. Moreover, by linking the CMP and planning process – in terms of input, data, performance measures, and regional objectives – the CDTC is able to engage a variety of groups in the regional decisionmaking process. Thus, the CDTC is able to ensure that broader regional goals, and the greater public interest, are met. KW - Albany (New York) KW - Congestion management systems KW - Public participation KW - Public transit KW - Strategic planning KW - Sustainable development KW - Traffic congestion KW - Transportation planning UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09043/fhwahop09043.pdf UR - https://trid.trb.org/view/900143 ER - TY - RPRT AN - 01139791 AU - Federal Highway Administration AU - Federal Transit Administration TI - Metropolitan Transportation Commission San Francisco Bay Area: Developing Regional Objectives and Performance Measures to Improve System Operations PY - 2009/04 SP - 6p AB - The Metropolitan Transportation Commission (MTC) uses an objectives-driven, performance-based approach in its transportation planning for the San Francisco Bay Area. This approach focuses attention on transportation investments of highest priority. The agency assesses not only project-level performance, but also wide-ranging regional performance in relation to ambitious targets set by the agency. Projectlevel analysis using metrics defined for regional objectives results in a quantitative assessment of a project’s costs and benefits. To date, management and operations strategies, such as the agency’s Freeway Performance Initiative, have proven the most cost-effective. This type of freeway and arterial coordination can yield major benefits, though numerous challenges remain including data inconsistencies and reaching consensus on appropriate analysis tools. The agency recognizes that a range of strategies is needed to improve traffic in one of the Nation’s most congested areas. KW - Congestion management systems KW - Freeway operations KW - Public transit KW - Regional development KW - Regional transportation KW - San Francisco Bay Area KW - Traffic congestion KW - Transportation planning UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09047/fhwahop09047.pdf UR - https://trid.trb.org/view/900147 ER - TY - RPRT AN - 01139787 AU - Federal Highway Administration AU - Federal Transit Administration TI - The Denver Region Traffic Signal System Improvement Program: Planning for Management and Operations PY - 2009/04 SP - 5p AB - The Denver Regional Council of Governments (DRCOG) works with over 30 local jurisdictions on the Traffic Signal System Improvement Program (TSSIP), a combination of management and operations strategies designed to time and coordinate traffic signals in the Denver region. The program is updated regularly through a collaborative planning process involving representatives from the region’s operating agencies. Each agency identifies critical needs yet understands that the focus of the program is improving signals at regionally significant arterials. The traffic signal program is identified as one of six action strategies in DRCOG’s 2035 Metro Vision Regional Transportation Plan to support the region’s policy of effective management and operations. It serves as a key component of DRCOG’s congestion mitigation program and funding is programmed for TSSIP through the transportation improvement program (TIP). The program has already improved operations at more than a thousand traffic signals in the region — reducing travel times, fuel consumption, and vehicle emissions. Future plans include transit signal priority, expanded signal timing, and development of regional performance measures. KW - Denver Metropolitan Area KW - Highway traffic control KW - Traffic congestion KW - Traffic control centers KW - Traffic signal control systems KW - Transportation Improvement Programs KW - Transportation planning KW - Travel time UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09046/fhwahop09046.pdf UR - https://trid.trb.org/view/900145 ER - TY - RPRT AN - 01139749 AU - Federal Highway Administration AU - Federal Transit Administration TI - Delaware Valley Regional Planning Commission Philadelphia Metropolitan Region: Planning for Congestion Management and Tracking Progress PY - 2009/04 SP - 5p AB - The Delaware Valley Regional Planning Commission uses a systematic process for managing traffic congestion and monitoring transportation system performance in the Philadelphia metropolitan region. Guided by an advisory team of stakeholders, the agency identifies congested corridors and sub-corridors in the region. It then determines the most appropriate multimodal strategies available to mitigate congestion and enhance mobility of people and goods. The agency tracks its progress in meeting its long-range goals through performance indicators, which it uses to evaluate what is working well in terms of minimizing congestion as well as to identify improvements the agency can make. Planned future enhancements to its process include increased focus on systems management and operations to better measure reliability, and strengthening its use of performance measures. KW - Congestion management systems KW - Delaware Valley Regional Planning Commission KW - Monitoring KW - Multimodal transportation KW - Tracking systems KW - Traffic congestion KW - Traffic forecasting KW - Traffic surveillance KW - Transportation planning UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09044/fhwahop09044.pdf UR - https://trid.trb.org/view/900146 ER - TY - RPRT AN - 01139735 AU - Federal Highway Administration AU - Federal Transit Administration TI - Regional Concept for Transportation Operations Fosters Planning For Operations in the Tucson Metropolitan Area: Operator-Focused Planning For Operations PY - 2009/04 SP - 7p AB - The Tucson metropolitan region embarked on developing a regional concept for transportation operations (RCTO) in 2005 as part of a Federal Highway Administration demonstration initiative to advance regional collaboration for operations. The RCTO is a management tool that operators and planners use to strategically plan for improving operations in their region. Through the development of the RCTO, the Pima Association of Governments (PAG) led a group of operations participants in identifying specific objectives and performance measures for arterial management, traveler information, and work zone management. These objectives guided Tucson’s selection of management and operations strategies and the approaches for implementation. The RCTO group identified specific operations projects to be included in the PAG transportation improvement program (TIP) and funded through a half-cent transportation sales tax, which passed in 2006. KW - Highway operations KW - Regional transportation KW - Sales tax KW - Strategic planning KW - Transportation Improvement Programs KW - Transportation planning KW - Traveler information and communication systems KW - Tucson Metropolitan Area KW - Work zone traffic control UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09048/fhwahop09048.pdf UR - https://trid.trb.org/view/900148 ER - TY - RPRT AN - 01139404 AU - Federal Highway Administration TI - Transit and Congestion Pricing: A Primer PY - 2009/04 SP - 24p AB - This report reviews the potential impacts that congestion pricing may have on public transit. Key lessons learned from U.S. and international experiences with congestion pricing are summarized as follows: 1. Corridor-pricing strategies in the United States have shown that the active involvement of transit agencies is not required to be successful. International cordon-pricing experiments, however, could not have been successful without the involvement of transit. 2. Transit involvement in domestic value-pricing strategies has been limited. Upper management at both highway and transit agencies must commit to jointly developing a congestion-pricing program. Experience suggests that without an active transit role, projects are likely to revert to a highway initiative. 3. All congestion-pricing schemes deployed in the United States to date have had the primary goal of congestion reduction (via modifications to travel times and routes) followed by revenue enhancements. Most areas have barely acknowledged mode shift as a goal and then usually only as a byproduct of pricing initiatives. 4. Express buses and bus rapid transit (BRT) are the primary transit modes involved with, and benefiting from, high occupancy vehicle (HOV) or high occupancy toll (HOT) lanes and other corridor-pricing strategies, compared with the multiple transit modes (e.g., bus, rail, BRT, carpools, or vanpools) that must be involved with zone-pricing strategies. 5. Congested areas may need to set their congestion-pricing fees relatively high to achieve the desired level of service on the roadways. Tolls on Orange County’s SR-91 have progressively risen (to as much as $0.95 per mile) to maintain free-flowing traffic; however, higher fees do not lead to significant modal shifts in the absence of a reliable and viable transit alternative. 6. Insufficient development of park-and-ride facilities has greatly limited transit’s involvement in the domestic-pricing deployments. If mode shift is a project goal, properly sited parking must be developed to accommodate increased transit demand. KW - Bus rapid transit KW - Congestion pricing KW - Express buses KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - Modal shift KW - Park and ride KW - Public transit KW - Tolls KW - Traffic congestion KW - Traffic mitigation UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09015/fhwahop09015.pdf UR - http://ntl.bts.gov/lib/31000/31000/31085/FHWA-HOP-09-015.pdf UR - https://trid.trb.org/view/899494 ER - TY - RPRT AN - 01137217 AU - Artz, Joe Alan AU - Hall, John AU - University of Iowa, Iowa City AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Quality Assessment and Verification of the State of Missouri’s Archaeological Sites Geodatabase PY - 2009/04//Final Report SP - 42p AB - The Missouri Department of Transportation (MoDOT) determined that a Geographic Information System (GIS) geodatabase of Missouri archaeological sites and surveys required a thorough quality assurance/quality control (QA/QC) assessment by professional archeologists to ensure its accuracy for use in project scoping and development activities. The University of Iowa Office of the State Archaeologist (OSA) undertook QA/QC for the geodatabase including initial validation and verification of a sample of counties, and recommendations for completing the remaining 99. An initial examination of the geodatabase identified over 12,500 geospatial and logical inconsistencies in data entry. Records for 5,518 sites and 1,781 reports from 14 counties, were examined. On average, 1.9 errors per report and 2.7 errors per site were encountered and corrected. For reports as well as sites, additions (data omitted during data entry) comprise two-thirds of all corrections. Only 6 percent of the reports and 12 percent of the sites required no changes to their database records. Some records could not be validated, often because their source documents are missing or have not been scanned. For the 14 counties, missing documents are less a problem for reports (2 percent missing) than sites (12 percent missing). In validating geodatabase entries against the scanned source documents, OSA averaged 41 minutes per report, and 13 minutes per site. Extrapolated to the remaining counties, an estimated 8,300 person hours is required to complete the geodatabase QA/QC. Fortunately, validation is greatly facilitated by the geodatabase, which is well designed, and the ArchEditor application that gives on-line access to the geodatabase for purposes of data entry and editing. KW - Accuracy KW - Archaeological surveying KW - Data entry KW - Data quality KW - Data validation KW - Databases KW - Errors KW - Geodatabase KW - Geographic information systems KW - Missing data KW - Missouri KW - Quality assurance KW - Quality control UR - http://library.modot.mo.gov/RDT/reports/Ri07041/or09022.pdf UR - https://trid.trb.org/view/897495 ER - TY - RPRT AN - 01135615 AU - Decker, Rand AU - Hewes, Joshua AU - Merry, Scotts AU - Wood, Perry AU - InterAlpine Associates AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Snow Supporting Structures for Avalanche Hazard Reduction, 151 Avalanche, Highway US 89/191, Jackson, Wyoming PY - 2009/04//Final Report SP - 130p AB - The 151 Avalanche, near Jackson, Wyoming has, historically, avalanched to the road below 1.5 to 2 times a year. The road, US 89/191 is four lanes and carries an estimated 8,000 vehicles per day in the winter months. The starting zone of the 151 Avalanche is 1,140 vertical feet above the roadway. With the adjacent development of the South Park areas of the Jackson Hole Valley, using explosives for avalanche control is unacceptable. As a consequence, this project has led to the design and configuration of a deployment of snow supporting structures, that if implemented, would provide a more effective avalanche defense system. This has resulted in a unit structural and foundation design for seventy (70) snow supporting structures. The unit design will support a maximum 6.6' snowpack. The 70 structures, deployed with a separation of 50' longitudinally, will cover the dominant portions of the 151 Avalanche starting zone. Moreover, novel deployment configuration has been developed to also retain the visual characteristics of the starting zone as seen from the Jackson Hole valley floor. This factors critically into the National Environment Policy Act (NEPA) rule-making responsibilities of the USDA Bridger-Teton National Forest and their resulting favorable Decision Memo. The resulting design of a snow supporting structure is 12' long and 5.5' high, installed nearly perpendicular to the slope which is inclined at 35 degrees. A single structure weights 1,400 pounds, and the cost is estimated at $16,600 per structure; fabricated, transported and installed. KW - Avalanches KW - Countermeasures KW - Hazards KW - Highway safety KW - Jackson (Wyoming) KW - Snow bridges KW - Snow supporting structures UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/WYDOT%20151%20AVAL%20SSS%20FINAL%20REPORT_7_22_09.pdf UR - http://ntl.bts.gov/lib/31000/31700/31716/WYDOT_151_AVAL_SSS_FINAL_REPORT.pdf UR - https://trid.trb.org/view/891748 ER - TY - RPRT AN - 01135604 AU - Dai, Qiyue AU - Young, Rhonda AU - Giessen, Steven Vander AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Evaluation of an Active Wildlife-Sensing and Driver-Warning System at Trapper's Point PY - 2009/04//Final Report SP - 298p AB - Collisions with wildlife are a serious concern on American highways. In Wyoming, the concern has prompted the Wyoming Department of Transportation to construct an experimental wildlife-detection and driver-warning system at Trapper’s Point, north of the town of Pinedale on US Highway 191. The focus of this thesis is two-fold: to develop a framework to determine whether the driver warning system is effective at modifying driver behavior and to develop a framework to determine whether the wildlife detection system reliably detects the presence of wildlife on the roadside. Transportation agencies have attempted to solve the deer-vehicle collision problem with a wide variety of solutions. Published literature was reviewed to analyze the effectiveness of these solutions with a spotlight on other active, wildlife-detecting driver warning systems. The system at Trapper’s Point utilizes the Eagle Intrusion Detection System (EIDS), originally developed by Telonics, Inc for military applications. Seismic and passive infrared sensors are designed to detect the presence of wildlife and trigger the flashing lights atop six signs that read “DEER ON ROAD WHEN FLASHING”. Many difficulties with the wildlife detection system and data collection equipment were experienced during this study. This report describes these problems in detail and analyzes the system using three measures of effectiveness: accurate detection of wildlife, changes in driver behavior and crash reduction. KW - Animal vehicle collisions KW - Detection and identification systems KW - Highway safety KW - Warning systems KW - Wildlife KW - Wyoming UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/WYDOT_TrappersPt_Final%20Report.pdf UR - http://ntl.bts.gov/lib/31000/31700/31715/WYDOT_TrappersPt_Final_Report.pdf UR - https://trid.trb.org/view/891746 ER - TY - RPRT AN - 01135125 AU - Federal Highway Administration TI - I-69 Evansville to Indianapolis, Indiana Project section 2, Oakland City to Washington, Indiana : environmental impact statement PY - 2009/04//Volumes held: Draft(2v) KW - Environmental impact statements KW - Indiana UR - https://trid.trb.org/view/895875 ER - TY - RPRT AN - 01135110 AU - Federal Highway Administration TI - Greenville connector from relocated US 82 to proposed I-69 corridor south of Benoit, MS, Greenville, MS< Washington and Bolivar counties : environmental impact statement PY - 2009/04//Volumes held: Draft, Dapp KW - Environmental impact statements KW - Mississippi UR - https://trid.trb.org/view/895860 ER - TY - RPRT AN - 01134760 AU - Federal Highway Administration TI - Federal aid primary route 318, Illinois route 29 from Illinois 6 to I-180, Peoria, Marshall, Putnam, and Bureau counties : environmental impact statement PY - 2009/04//Volumes held: Draft, F KW - Environmental impact statements KW - Illinois UR - https://trid.trb.org/view/895520 ER - TY - RPRT AN - 01133895 AU - Zornberg, Jorge G AU - Kuhn, Jeffrey A AU - Plaisted, Michael D AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Characterization of the Swelling Properties of Highly Plastic Clays Using Centrifuge Technology PY - 2009/04//Technical Report SP - 81p AB - A feasibility study was performed to determine the potential advantages of characterizing the swelling properties of highly plastic clay using a geotechnical centrifuge. This study consisted of an experimental program involving a series of tests in a small and large centrifuge in which water was ponded atop compacted clay specimens, flown up to speed, and the specimen’s height was monitored with time. This method allowed for the characterization of the swelling properties of the soil within 24 hours of the start of testing. Traditional free-swell testing to achieve the same level of characterization required approximately 30 days for the highly plastic clay evaluated in the study. This new centrifuge methodology for evaluating the swelling potential of clay was found to produce comparable results to traditional testing in a fraction of the time. Centrifuge testing of highly plastic clays will allow the Texas Department of Transportation to acquire a speedy characterization of the swelling characteristics of highly plastic clays by direct measurement of swelling rather than by the use of correlations between swelling and index properties or suction. KW - Accelerated tests KW - Centrifuges KW - Clay KW - Feasibility analysis KW - Swelling UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6048_1.pdf UR - https://trid.trb.org/view/894551 ER - TY - RPRT AN - 01132434 AU - Smit, Andre de Fortier AU - Prozzi, Jorge A AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Developing a Sustainable Flexible Pavement Database in Texas PY - 2009/04//Technical Report SP - 65p AB - This project has demonstrated that it is possible to track the network-level performance of surface mixtures constructed in Texas. A procedure is outlined in the report to accomplish this and involves firstly identifying a project’s extents in terms of Texas Reference Marker (TRM) information. A web-based tool was developed to allow TRM information to be derived for SiteManager projects constructed in Texas. This involves locating the beginning and ending points of a project as described in Texas Department of Transportation (TxDOT) SiteManager and/or Design and Construction Information System (DCIS) databases and interpolating the TRM information from a geographical database containing longitude and latitude coordinates of TRMs in Texas. The web-based tool provides street, topographical and satellite aerial maps to assist with the identification of the project extents. Once TRMs for a project are defined, network level performance indices and measures may be extracted for the project from the TxDOT Performance Management Information System (PMIS) database. The procedure as outlined is subject to certain constraints that are discussed in the report, most notably the assumption that the performance information as reported is for the asphalt mixture on the surface of the road being queried, which is not necessarily the case. KW - Databases KW - Flexible pavements KW - Pavement management systems KW - Pavement performance KW - SiteManager (Computer file) KW - Texas KW - Texas Reference Marker Database UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5496_1.pdf UR - https://trid.trb.org/view/892820 ER - TY - RPRT AN - 01132425 AU - Bennert, Thomas A AU - Santana, Larry AU - Center for Advanced Infrastructure and Transportation AU - Federal Highway Administration TI - NYSDOT Waterproof HMA Mix Verification PY - 2009/04//Final Report SP - 8p AB - The New York State Department of Transportation (NYSDOT) is currently using Waterproofing Hot Mix Asphalt (HMA) to overlay their concrete bridge deck systems. The waterproofing characteristics of the mix provide a protective coating on the concrete bridge deck to protect it from future exposure to environmental conditions, along with deicing chemicals. However, due to the movements associated with the bridge deck, this thin layer is highly susceptible to fatigue cracking. In an effort to ensure the NYSDOT is "getting what they are paying for," the NYSDOT's Waterproof HMA specification includes performance testing to verify the HMA mixture is indeed fatigue cracking resistant and waterproof. To verify for fatigue cracking, the mixture is evaluated using the Flexural Beam Fatigue test (AASHTO T321). Meanwhile, waterproof verification is done by testing compacted samples in the flexible-wall permeameter (ASTM D5084). KW - AASHTO T 321 KW - ASTM D 5084 KW - Bituminous overlays KW - Bridge decks KW - Cracking KW - Fatigue tests KW - Hot mix asphalt KW - New York (State) KW - Performance tests KW - Waterproofing UR - http://cait.rutgers.edu/files/WILLETS-RU9247.pdf UR - https://trid.trb.org/view/892781 ER - TY - RPRT AN - 01131892 AU - Puppala, Anand J AU - Saride, Sireesh AU - Archeewa, Ekarut AU - Hoyos, Laureano R AU - Nazarian, Soheil AU - University of Texas, Arlington AU - University of Texas, El Paso AU - Texas Department of Transportation AU - Federal Highway Administration TI - Recommendations for Design, Construction, and Maintenance of Bridge Approach Slabs: Synthesis Report PY - 2009/04//Technical Report SP - 186p AB - Bridge approaches provide smooth and safe transition of vehicles from highway pavements to bridge structures. However, settlement of the bridge approach slab relative to bridge decks usually creates a bump in the roadway. The bump causes inconvenience to passengers and increases the cost of maintenance and repairing of the distressed approach slabs. Typically, the Texas Department of Transportation (TxDOT) spends millions of dollars annually to mitigate the bump problem across the state. The present research aims to better understand the mechanisms that cause the bump problem, to review currently used methods to mitigate this problem around the world, and to develop the methods that are appropriate for researching them in real field conditions. As a part of this research, a synthesis was prepared by conducting a comprehensive literature review of the past research on the subject and also by conducting a survey with all 25 districts to understand the local conditions that contribute to the bump problem in the bridges. The literature review also identified several technologies that were used to mitigate the problem. All these details along with district wide surveys are covered in this synthesis report. KW - Bridge approaches KW - Design KW - Literature reviews KW - Maintenance practices KW - Recommendations KW - Settlement (Structures) KW - Surveys KW - Syntheses KW - Texas UR - http://tti.tamu.edu/documents/0-6022-1.pdf UR - https://trid.trb.org/view/892087 ER - TY - RPRT AN - 01130738 AU - Houston, Nancy AU - Easton, Andrea Vann AU - Davis, Elizabeth A AU - Mincin, Jennifer AU - Phillips, Brenda D AU - Leckner, Mariana AU - EAD & Associates, LLC AU - Booz Allen Hamilton AU - Federal Highway Administration TI - Routes to Effective Evacuation Planning Primer Series: Evacuating Populations with Special Needs PY - 2009/04//Final Report SP - 136p AB - Evacuation operations are conducted under the authority of, and based on decisions by, local and state authorities. The purpose of this primer is to provide local and state emergency managers, government officials, transportation agencies, and other organizations involved in disaster response with best practices and tools to accommodate people with special needs in an evacuation. This primer is designed to assist emergency managers and transportation personnel in developing an evacuation plan that includes the coordination of transportation resources that meet the requirements of people with special needs. Special needs are defined as (1) people with disabilities, (2) people with medical conditions, (3) congregate and residential care facilities, (4) people with no access to a vehicle, (5) homeless populations, (6) correctional facilities, and (7) people with service animals and household pets. The following chapters are included: (1) Overview and Defining Special Needs; (2) Legislative Framework; (3) Planning and Preparedness – Overview; (4) Communication Needs; (5) Transportation Needs During Activation and Operations; (6) Congregate and Residential Care Facilities; (7) Animal Needs; and (8) Re-Entry and Return to Readiness. KW - Animals KW - Best practices KW - Captive riders KW - Communication KW - Correctional facilities KW - Disaster preparedness KW - Disasters and emergency operations KW - Diseases and medical conditions KW - Emergency management KW - Evacuation KW - Health care facilities KW - Homeless persons KW - Legislation KW - Persons with disabilities KW - Pets KW - Service animals KW - Transportation planning UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09022/fhwahop09022.pdf UR - http://ntl.bts.gov/lib/30000/30800/30826/primer_special_needs.pdf UR - https://trid.trb.org/view/891052 ER - TY - RPRT AN - 01130736 AU - Birrcher, David AU - Tuchscherer, Robin AU - Huizinga, Matthew AU - Bayrak, Oguzhan AU - Wood, Sharon L AU - Jirsa, James O AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Strength and Serviceability Design of Reinforced Concrete Deep Beams PY - 2009/04//Technical Report SP - 400p AB - An experimental study was conducted in which 37 reinforced concrete deep beam specimens were tested. The specimens are some of the largest deep beams ever tested in the history of shear research. The data from the experimental program and from a database of 179 deep beam tests in the literature were used to address eight tasks associated with the strength and serviceability design and performance of deep beams. The effects of the following variables were evaluated: distribution of stirrup legs transversely through the web, triaxial confinement via concrete of CCC and CCT nodal faces, quantity of web reinforcement, member depth, and a/d ratio. A new strut-and-tie design method (STM) was proposed that is simpler and significantly more accurate than the provisions in AASHTO LRFD (2008) and ACI 318-08, yet just as conservative. Also, it was shown that the discrepancy in shear strength calculated using STM and sectional shear provisions in AASHTO LRFD (2008) at an a/d ratio of 2 is greatly reduced with the use of the proposed STM procedure. A recommendation was made on the amount of minimum web reinforcement needed for strength and serviceability considerations. A simple service-load check was proposed for the purpose of limiting diagonal cracking under service loads. Lastly, a chart was created to aid in the distress evaluation of a diagonally-cracked bent cap in the field. KW - Bents KW - Cracking KW - Deep beams KW - Diagonal cracking KW - Reinforced concrete KW - Serviceability KW - Shear strength KW - Strut and tie method KW - Webbing UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5253_1.pdf UR - https://trid.trb.org/view/891084 ER - TY - RPRT AN - 01130680 AU - Plotnick, Robert AU - Romich, Jennifer AU - Thacker, Jennifer AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - The Impacts of Tolling on Low-income Persons in the Puget Sound Region PY - 2009/04//Research Report SP - 69p AB - To improve the understanding of how tolling is likely to affect low-income populations in the Puget Sound region, this report accomplishes four objectives. It (1) reviews existing research on the impacts of tolling on low-income households in the United States; (2) assesses the usefulness of currently available Washington and Puget Sound data for estimating the impacts of tolling on low-income populations; (3) develops a preliminary estimate of the impacts of tolling on low-income populations living in the Puget Sound region; and (4) suggests data collection and methodological strategies for future research that would yield better estimates of the impacts of tolling on low-income populations in the Puget Sound region and other parts of Washington state. KW - Data collection KW - Data quality KW - Future research KW - Impact studies KW - Literature reviews KW - Low income groups KW - Puget Sound Region KW - Tolls UR - http://www.wsdot.wa.gov/research/reports/fullreports/721.1.pdf UR - https://trid.trb.org/view/891022 ER - TY - RPRT AN - 01130674 AU - Crovetti, James A AU - Marquette University AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Analysis of Load-Induced Strains in a Hot Mix Asphalt Perpetual Pavement PY - 2009/04//Final Report SP - 29p AB - This report presents the findings of a research study conducted to investigate the structural performance of a 275 mm hot mix asphalt (HMA) perpetual pavement constructed as part of the weigh-in-motion (WIM) bypass lane at the Kenosha Safety and Weigh Station Facility. Two separate test sections were constructed using variable binder types and in-place air voids. Asphalt strain sensors were fabricated at Marquette University and installed during the construction of the HMA pavement. Sensors were positioned within the outer wheel path and located at the bottom of the 275 mm HMA pavement and at the interface between the lower layers at a depth of approximately 175 mm from the surface. Strain sensors were oriented in both the transverse and longitudinal directions. A total of 16 strain sensors were installed during construction. Of these, only three survived to provide strain data under traffic loadings. Deflection data obtained from falling weight deflectometer (FWD) testing were used as comparative measures to strain measurements obtained during testing and to estimate the combined dynamic HMA layer moduli at the time of testing and to develop monthly trends of dynamic HMA layer moduli as a function of the expected mean monthly mid-depth pavement temperature. A comparative analysis of measured strains to those predicted from FWD measurements provided generally good agreement. A mechanistic appraisal of the constructed test sections was completed using the outputs of the EVERSTRESS pavement analysis program. This analysis computed the expected monthly damage induced by the application of 521,000 monthly ESAL loadings. The results of the mechanistic appraisal indicate the expected service life to 50% bottom-up fatigue cracking is in excess of 90 years for sections with air voids of 4% within the lower layers. If the air void content increases to 5% - 6% in the lower layers, the expected fatigue life may be significantly reduced to between 13 – 32 years. KW - Air voids KW - Deflection KW - Equivalent single axle loads KW - Falling weight deflectometers KW - Hot mix asphalt KW - Layer moduli KW - Mechanistic design KW - Perpetual pavements KW - Sensors KW - Service life KW - Strain measurement KW - Test sections UR - http://wisdotresearch.wi.gov/wp-content/uploads/fep-01-09strainsinhma.pdf UR - https://trid.trb.org/view/891015 ER - TY - RPRT AN - 01129970 AU - Harris, J Patrick AU - Harvey, Omar AU - Puppala, Anand J AU - Sebesta, Stephen AU - Chikyala, Srujan Rao AU - Saride, Sireesh AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Mitigating the Effects of Organics in Stabilized Soils: Technical Report PY - 2009/04//Technical Report SP - 136p AB - The Texas Department of Transportation has reported difficulty stabilizing soils bearing high and low concentrations of organic matter with lime. Problems include: the stabilizer disappearing over time, difficulty measuring organic matter (ignition oven), and rough pavement due to poor subgrade support. The researchers wanted to identify a good test to measure organic matter in soils and identify the problematic fraction of organic matter that causes problems with lime stabilization. Secondly, they wanted to determine what mechanism or mechanisms were responsible for organic matter interfering with lime stabilization. They developed a simple technique to measure the humic acid content of organic matter using a UV-Vis spectrophotometer. They also constructed hundreds of manufactured soils consisting of a humic acid standard mixed with different clay mineral standards, lime, and quartz sand. These soils were used to measure changes in engineering properties as well as monitor chemical changes to elucidate factors controlling reaction mechanisms. From the manufactured soils, the researchers determined that humic acid does interfere with lime stabilization by inhibiting the formation of Calcium Silicate Hydrate reaction products between the lime and clay minerals. This results in reduced unconfined compressive strength values for stabilized cores. The concentration of humic acid that inhibits the formation of pozzolanic reaction products is around 1 percent. Calcareous soils containing organic matter appear to respond better to lime stabilization than acid soils. This study was the first to provide direct evidence of the effects of organic matter on soil stabilization. KW - Calcium oxide KW - Calcium silicate hydrate KW - Compressive strength KW - Humic acid content KW - Manufactured soil KW - Organic content KW - Organic soils KW - Soil stabilization KW - Spectrophotometers UR - http://tti.tamu.edu/documents/0-5540-1.pdf UR - http://ntl.bts.gov/lib/56000/56100/56118/TX-0-5540-1.PDF UR - https://trid.trb.org/view/890516 ER - TY - RPRT AN - 01129903 AU - Gucunski, Nenad AU - Zaghloul, Sameh AU - Vitillo, Nicholas AU - Rutgers University, Piscataway AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Development of FWD Procedures Manual PY - 2009/04//Final Report SP - 157p AB - In this project, the state-of-practice in falling weight deflectometer (FWD) testing and analysis procedures were examined by looking at the standard protocols of a number of other highway agencies. The specific needs of the New Jersey Department of Transportation (NJDOT) were also examined and a protocol was developed that encompassed current standard practice in a way most suited to NJDOT operations. This report documents the development of the FWD Procedures Manual required by NJDOT. KW - Deflection tests KW - Falling weight deflectometers KW - Manuals KW - New Jersey Department of Transportation KW - State of the practice KW - Test procedures UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2009-005.pdf UR - https://trid.trb.org/view/890124 ER - TY - RPRT AN - 01129897 AU - Ozbay, Kaan AU - Yanmaz-Tuzel, Ozlem AU - Ukkusuri, Satish V AU - Bartin, Bekir AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Safety Comparison of Roadway Design Elements on Urban Collectors with Access PY - 2009/04//Final Report SP - 114p AB - The main goal of this study identified by the New Jersey Department of Transportation (NJDOT) can be defined as “the quantification of the effects of management treatments on roadway operations and safety on urban collectors with access.” Since, the urban collector road runs through highly diversified areas, various factors have to be considered when before-and-after comparisons of improvements in terms of safety are conducted in this study. For 25-40 mph urban collectors with access, these are: 1. Increase in lane widths (10 ft or 11 ft to 12 ft); 2. Construction of 4, 6, 8, or 10 ft shoulders; 3. Removal of trees in median and border areas; and 4. Installation of guide rails and vertical & horizontal geometry changes to improve sight distances. Before and after analysis for these countermeasures was conducted via several approaches, including naïve approach, analysis via control groups, analysis via Empirical Bayes approach, and analysis via Full Bayes approach. After conducting before-and-after analysis, Crash Reduction Factors (CRFs) were estimated for each countermeasure. The individual CRF values and their relative order among different countermeasures are similar to the values in the literature. In particular, improvements in vertical and horizontal alignment result in the highest reduction in the accident rate, followed by adding shoulders, median barrier installation, lane width increase, and guide rail installation. KW - Arterial highways KW - Before and after studies KW - Collector roads KW - Countermeasures KW - Crash rates KW - Crash reduction factors KW - Geometric design KW - Guardrails KW - Highway design KW - Highway safety KW - Horizontal alignment KW - Improvements KW - Lane width KW - Median barriers KW - Road shoulders KW - Sight distance KW - Vertical alignment UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2009-008.pdf UR - https://trid.trb.org/view/890135 ER - TY - RPRT AN - 01129892 AU - Baker, Harry AU - Choudhury, Mizanur AU - Louch, Hugh AU - Cambridge Systematics, Incorporated AU - KS Engineers AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Research and Develop Locking Design for NJDOT Junction Boxes PY - 2009/04 SP - 11p AB - The report outlines the guidelines for securing electrical junction box covers to the junction box to prevent vandalism. The report provides detail drawings that show various methods for securing the junction box cover to the junction box. KW - Copper KW - Electrical systems KW - Junction boxes KW - Locks (Fasteners) KW - Security KW - Vandalism KW - Wiring UR - https://trid.trb.org/view/890118 ER - TY - RPRT AN - 01129043 AU - Dymond, Benjamin Z AU - Roberts-Wollmann, Carin L AU - Cousins, Thomas E AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Shear Strength of a PCBT-53 Girder Fabricated with Lightweight Self-Consolidating Concrete PY - 2009/04//Final Contract Report SP - 76p AB - Lightweight self-consolidating concrete (LWSCC) is advantageous in the bridge industry because members fabricated with this material have a significantly lower self weight and in its fresh state, LWSCC has a low viscosity that eliminates the need for vibration during fabrication. Unfortunately, LWSCC typically has lower tensile strength and possibly a lower aggregate interlock strength. This combination may result in a lower overall shear strength. In addition, this type of concrete has a lower modulus of elasticity, which leads to higher elastic shortening losses and higher deflections. In order to evaluate the affect of LWSCC on the shear strength of prestressed concrete bridge girders, the study described herein was performed. A single PCBT-53 bridge girder was fabricated and tested. The girder itself was cast with LWSCC and a composite cast-in-place deck was fabricated using lightweight concrete. In this study, the girder and deck were tested using three different loading conditions. These tests aimed to experimentally quantify the beam’s overall web shear strength and flexure-shear strength. Data pertaining to each test are presented in this report. Results include material properties, deflection plots, strain plots, and temperature change plotted with respect to time. The measured shear strength is compared to several design methods. With respect to web shear strength, the current AASHTO LRFD Sectional Model and the Simplified Method for shear were conservative for the self-consolidating lightweight girder if the measured cracking angle was used in calculations. Both the LRFD Sectional Model and the Simplified Method are recommended for shear design of LWSCC prestressed bridge beams. The tests to evaluate flexure-shear strength were inconclusive because the beam failed in flexure prior to a flexure-shear failure. KW - Bulbtee girders KW - Design methods KW - Girders KW - Laboratory tests KW - Lightweight concrete KW - Load and resistance factor design KW - Modulus of elasticity KW - Prestressed concrete KW - Self compacting concrete KW - Shear strength UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-cr11.pdf UR - http://ntl.bts.gov/lib/37000/37700/37763/09-cr11.pdf UR - https://trid.trb.org/view/889365 ER - TY - RPRT AN - 01128990 AU - Torrance, Kristen AU - Sener, Ipek N AU - Machemehl, Randy B AU - Bhat, Chandra R AU - Hallett, Ian AU - Eluru, Naveen AU - Hlavacek, Ian AU - Karl, Andrew AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - The Effects of On-Street Parking on Cyclist Route Choice and the Operational Behavior of Cyclists and Motorists PY - 2009/04//Technical Report SP - 121p AB - Because of the serious societal, environmental, economic, and public health problems associated with motorized transportation, there is increased interest in encouraging non-motorized modes of travel. The current study contributes toward this objective in two ways. First, it evaluates the operational impacts of bicycling adjacent to on-street parking. Second, it identifies the importance of attributes influencing bicyclists’ route choice preferences. The importance of evaluating both operations and individual preferences at the same time is the interrelationship between the two; poorly designed roadways may encourage cyclists to leave designated bicycle routes. Operationally, this study examines field data collected in Austin, Houston, and San Antonio which resulted in over 6,400 observations of motorists and/or cyclists adjacent to on-street parking. From the data, multivariate regression models were developed to predict the motorist’s and cyclist’s position on the roadway and the probability of motor vehicle encroachment. The models indicate that on-street parking has a significant impact on motorist and cyclist position; a bike lane combined with a buffer space is the only way to completely remove cyclists from the door zone, and operationally, a bicycle lane is more effective than a wide outside lane. As a result of the study, the "Texas Guide for Planned and Retrofit Bike Facilities" was updated to include on-street parking. In evaluating route choice, the study specifically examines a comprehensive set of attributes that influence bicycle route choice, including: (1) bicyclists’ characteristics, (2) on-street parking, (3) bicycle facility type and amenities, (4) roadway physical characteristics, (5) roadway functional characteristics, and (6) roadway operational characteristics. The data used in the analysis are drawn from a web-based stated preference survey of Texas bicyclists. The results of the study emphasize the importance of a comprehensive evaluation of both route-related attributes and bicyclists’ demographics in bicycle route choice decisions. The empirical models indicate that travel time is the most important attribute for commuters in choosing their routes. These factors also impact bicyclists’ route choice: traffic volume; speed limit; on-street parking characteristics; bicycle route continuity; number of stop signs, red lights, and cross streets; and roadway terrain. KW - Austin (Texas) KW - Bicycle lanes KW - Bicycling KW - Cyclists KW - Field data KW - Houston (Texas) KW - On street parking KW - Operational impacts KW - Route choice KW - San Antonio (Texas) KW - Travel time UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5755_1.pdf UR - http://ntl.bts.gov/lib/31000/31200/31211/0_5755_1.pdf UR - https://trid.trb.org/view/889307 ER - TY - RPRT AN - 01128982 AU - Huijser, Marcel P AU - Holland, Tiffany D AU - Blank, Matthew D AU - Greenwood, Mark C AU - McGowen, Patrick Tracy AU - Hubbard, Barrett AU - Wang, Shaowei AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - The Comparison of Animal Detection Systems in a Test-Bed: A Quantitative Comparison of System Reliability and Experiences with Operation and Maintenance PY - 2009/04//Research Report SP - 123p AB - The reliability of nine different animal detection systems from five different manufacturers was evaluated at the same site under similar circumstances. For this purpose a test facility (RADS test-bed) was constructed near Lewistown, MT. The animal detection systems were installed and evaluated for their ability to detect horses and llamas (models for large wild ungulate species) that roamed in an enclosure. The data loggers recorded the date and time of each detection for each system. The animal movements were also recorded by six infrared cameras with a date and time stamp. By analyzing the images and the detection data, researchers were able to evaluate the system for a range of reliability parameters. In addition, the effect of system modifications, weather conditions, and animal species (llamas vs. horses) on the reliability of the systems was investigated. Furthermore, three stakeholder groups (employees of transportation agencies, employees of natural resource management agencies, and the traveling public) were surveyed with regard to their expectations on the reliability and effectiveness of animal detection systems. Based on the results, the researchers recommended minimum performance requirements for the reliability and effectiveness of animal detection systems. Finally, the researchers presented a concept of operation and a review of intelligent transportation system (ITS) architecture and infrastructure for animal detection systems, and reviewed seven sites in Montana for the potential installation of an animal detection system. KW - Animal detection systems KW - Animal vehicle collisions KW - Animals KW - Detectors KW - Intelligent transportation systems KW - Montana KW - Performance measurement KW - Reliability KW - State ITS architecture KW - Ungulates KW - Weather conditions KW - Wildlife UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/animal_detection/final_report.pdf UR - https://trid.trb.org/view/889303 ER - TY - RPRT AN - 01128398 AU - Smith, Brian Lee AU - Park, B Brian AU - Tanikella, Hema AU - Goodall, Noah J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Preparing to Use Vehicle Infrastructure Integration (VII) in Transportation Operations: Phase II PY - 2009/04//Final Contract Report SP - 17p AB - Vehicle infrastructure integration (VII) is an emerging approach intended to create an enabling communication capability to support vehicle-to-vehicle and vehicle-to-infrastructure communications for safety and mobility applications. The Virginia Department of Transportation (VDOT) has been an active participant in the national VII development effort. This research project critically assessed national development activities and quantitatively evaluated two potential VII-enabled system operation applications: traffic monitoring and signal control. The results of the research effort provide tangible evidence of the potential that VII holds in helping VDOT improve its ability to operate the transportation system. The benefits demonstrated in traffic monitoring and signal control indicate that VDOT should remain active in VII development. However, the research results also illustrate the uncertainty that currently exists in the national VII development effort. Because of this uncertainty, large investments in field deployment of “early” VII equipment were found to constitute an unnecessarily risky action. The results of the research support the conclusion that VDOT should partner with other states and the U.S. Department of Transportation to develop the new generations of system operations applications that will take full advantage of VII capabilities once the technology development converges at the national level. In addition, VDOT should critically examine current equipment standards to ensure that new purchases of items, such as traffic signal controllers, provide the flexibility for VII upgrades in the near future. KW - Highway operations KW - Traffic signal control systems KW - Traffic surveillance KW - Transportation operations KW - Vehicle infrastructure integration KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-cr9.pdf UR - http://ntl.bts.gov/lib/37000/37700/37761/09-CR9.pdf UR - https://trid.trb.org/view/888994 ER - TY - RPRT AN - 01128391 AU - Hu, Xiaodi AU - Zhou, Fujie AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of the Crack Sealant Adhesion Test PY - 2009/04//Technical Report SP - 56p AB - Crack sealants are widely used in Texas to prevent water from entering into lower structural layers thereby extending pavement life. However, most current crack sealants have been reported to have a very short life mainly due to adhesive failures. Although adhesive failure is known to be the major failure mechanism very little attention has been paid to measuring this property in the laboratory. The main objective of this project was to develop a performance related adhesion test using the Texas Department of Transportation's Overlay Tester. In this report the crack sealant adhesion test protocol developed in year 1 of this study was finalized. The final test protocol includes a molding jig, a detailed sample preparation procedure, an adhesion test protocol, and criteria for interpreting the results. In this study 13 sealants (some of them have never been used in Texas) were evaluated following the proposed test protocol. The results clearly showed that the crack sealant adhesion test can effectively differentiate the poor sealants from the good ones. Furthermore, based on these test results, a draft crack sealant special specification was proposed. This is different from the current specification, which is mainly based on crumb rubber content. The new special specification is based on the results of the new adhesion test. In addition to this performance test other complementary factors such as flash point, softening point, and viscosity have been included in the new specification. In the proposed specification, the sealants are classified as: Type A (min. 100 cycles to failure at 45 ºF), Type B (min. 400 cycles to failure at 45 ºF), and Type C (min. 400 cycles to failure at 33 ºF). In addition, preliminary recommendation on optimum sealant types were made for each district in the state based on climatic conditions (freeze thaw cycles). Finally, an experimental test plan was developed to validate the draft special specification. KW - Adhesion KW - Freeze thaw durability KW - Performance based specifications KW - Performance tests KW - Sealing compounds KW - Test procedures UR - http://tti.tamu.edu/documents/0-5457-2.pdf UR - https://trid.trb.org/view/888912 ER - TY - RPRT AN - 01128388 AU - Masad, Eyad A AU - Kassem, Emad AU - Chowdhury, Arif AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Application of Imaging Technology to Improve the Laboratory and Field Compaction of HMA PY - 2009/04//Technical Report SP - 250p AB - Field compaction of asphalt mixtures is an important process that influences performance of asphalt pavements. This study evaluates the relationship between different field compaction patterns and the uniformity of air void distribution in asphalt pavements. A number of projects with different hot mix asphalt (HMA) types were compacted, and cores were taken at different locations from these projects. The X-ray Computed Tomography (X-ray CT) system was used to capture the air void distributions in these cores. The analysis results have revealed that the uniformity of air void distribution is highly related to the compaction pattern and the sequence of using different compaction equipment. More importantly, the efficiency of compaction (reducing air voids) at a point was found to be a function of the location of this point with respect to the roller compactor width. The results in this paper have supported the development of the “Compaction Index (CI),” which quantifies the degree of field compaction. The CI is a function of the number of passes at a point and the position of the point with respect to the compaction roller width. This index was found to correlate reasonably well with percent air voids in the pavement. The CI calculated from field compaction had a good relationship with the slope of the compaction curve obtained from the Superpave gyratory compactor. This relationship offers the opportunity to predict field compactability based on laboratory measurements. The compaction of longitudinal joints was investigated, and recommendations were put forward to improve joint compaction. The air void distributions in gyratory specimens were related to the mixture mechanical properties measured using the Overlay and Hamburg tests. KW - Air voids KW - Asphalt mixtures KW - Compactibility KW - Compaction KW - Field compaction KW - Hot mix asphalt KW - Laboratory compaction KW - Longitudinal joints KW - X-ray computed tomography UR - https://trid.trb.org/view/888900 ER - TY - RPRT AN - 01128385 AU - Bligh, Roger P AU - Williams, William Frederick AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - NCHRP Report 350 Test 3-11 of the Modified T8 Bridge Rail PY - 2009/04//Technical Report SP - 62p AB - A new flexible bridge rail system, referred to as the T8 rail, was designed as a replacement for the T6 rail in high-speed applications on culverts and thin deck structures. The T8 rail failed a crash test when the breakaway posts failed the thin deck to which it was attached rather than breakaway as designed. After analysis of the test results, the system was modified in an effort to address the identified failure mechanism. The modifications included increasing the length of the breakaway slot in the tension flange of the steel support posts and incorporating a 1-inch thick offset block between the post and upper portion of the tubular thrie beam rail to raise the point of force application on the post. The impact performance of the modified T8 bridge rail system was evaluated through a full-scale crash test. The crash testing was performed in accordance with the requirements of NCHRP Report 350 Test Level 3 (TL-3). Despite the modifications to the rail system, the posts once again failed the thin concrete deck prior to breakaway activation. Because the posts did not release from their baseplates as designed, their rotation lowered the rail height and permitted snagging of the wheel of the pickup truck. These behaviors combined to destabilize the pickup truck, causing it to roll as it exited the barrier. Consequently, the modified T8 bridge rail is NOT suitable for implementation in its present form. KW - Breakaway supports KW - Bridge railings KW - Design KW - Impact tests KW - NCHRP Report 350 KW - Pickup trucks UR - https://trid.trb.org/view/888908 ER - TY - RPRT AN - 01128384 AU - Ramani, Tara AU - Zietsman, Josias AU - Eisele, William L AU - Rosa, Duane AU - Spillane, Debbie L AU - Bochner, Brian S AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Developing Sustainable Transportation Performance Measures for TxDOT's Strategic Plan: Technical Report PY - 2009/04//Technical Report SP - 218p AB - For this research project, sustainable transportation can be viewed as the provision of safe, effective, and efficient access and mobility into the future while considering economic, social, and environmental needs. This project developed a performance measurement-based sustainability evaluation methodology for the Texas Department of Transportation’s (TxDOT’s) strategic plan. The research team defined a set of objectives and performance measures that addressed the five goals of TxDOT’s strategic plan as well as sustainable transportation concerns. Researchers used a multi-criteria decision-making methodology to evaluate, benchmark, and aggregate the performance measures into a set of “sustainability index” values. The methodology, applicable at the highway corridor level, was integrated into a user-friendly, spreadsheet-based analysis tool that provided the sustainability index values (for current and future scenarios) as an output for a particular corridor. The analysis tool was used to carry out several case studies. The methodology and tool developed were found to be useful to assess progress towards TxDOT’s strategic plan goals while also addressing sustainability issues. The results and findings could be used to compare relative sustainability of different corridors, or assess the corridors over a period of time. KW - Access KW - Case studies KW - Economic factors KW - Environmental impacts KW - Highway corridors KW - Mobility KW - Performance measurement KW - Social factors KW - Strategic planning KW - Sustainable transportation KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/0-5541-1.pdf UR - https://trid.trb.org/view/888903 ER - TY - RPRT AN - 01128383 AU - Sebesta, Stephen AU - Liu, Wenting AU - Harris, J Patrick AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Improving Lab Compaction Specifications for Flexible Bases within the Texas DOT PY - 2009/04//Technical Report SP - 36p AB - In Test Methods Tex-113-E and Tex-114-E, the Texas Department of Transportation (TxDOT) employs an impact hammer method of sample compaction for laboratory preparation of road base and subgrade materials for testing. In this third and final report documenting efforts to improve the relationship between laboratory material compaction and field construction, Texas Transportation Institute (TTI) researchers present results from efforts to identify whether TxDOT should require Modified Proctor compaction for bases, and whether TxDOT should modify its existing laboratory compaction methods to improve the state-of-the-art. Efforts to evaluate whether a shift to Modified Proctor was warranted proved unfruitful due primarily to a lack of interest and lack of participation from field offices. However, prior work in this project and prior in-house investigations by TxDOT indicate little incentive exists for TxDOT to require Modified Proctor for its base materials. An immediate technique to enhance the state-of-the-art of sample compaction within TxDOT is to implement the Soil Compactor Analyzer (SCA) system developed in this project. The SCA permanently installs onto the laboratory automatic tamper and enables calibration of the applied compaction energy along with real-time monitoring of the important operating parameters of the tamper during the sample construction process. KW - Base course (Pavements) KW - Compaction KW - Laboratory compaction KW - Materials tests KW - Proctor compaction test KW - Specifications KW - Subgrade materials KW - Test procedures KW - Testing equipment UR - http://tti.tamu.edu/documents/0-5135-3.pdf UR - https://trid.trb.org/view/888909 ER - TY - RPRT AN - 01128375 AU - Sillars, David N AU - Hallowell, Matthew AU - Armijos, Jean Pol AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Development of a Decision Model for Selection of Appropriate Timely Delivery Techniques for Highway Projects PY - 2009/04//Final Report SP - 216p AB - The primary “umbrella” method used by the Oregon Department of Transportation (ODOT) to ensure on-time performance in standard construction contracting is liquidated damages. The assessment value is usually a matter of some judgment. In practice, however, liquidated damages are not seen as an effective incentive, and they are rarely assessed. Other contracting and management methods which focus on encouraging timely performance have been identified, but they are used sporadically. Implementation of a system that creates better awareness of alternative schedule-delivery methods and that provides a consistent model for choosing among these methods would improve ODOT’s schedule performance. This research project investigated the development of a tool to assist in selection of methods for ensuring timely project delivery, given a specific project profile. A selection model was developed that is stable and scalable. The investigators worked with a group of project delivery experts at ODOT to solicit and codify expert opinion. The data provided parameters that were used in a newly-developed algorithm for creating a model that prioritizes among project delivery choices. The model allows for user input of specific project parameters, which then creates a project-specific prioritization of techniques. The model proposes an implementation scheme that is managed centrally, providing for consistency, yet operated regionally, providing for project-based customization. KW - Algorithms KW - Construction management KW - Contracting KW - Decision making KW - Expert opinion KW - Highway projects KW - Mathematical models KW - On time performance KW - Oregon Department of Transportation KW - Project delivery KW - Strategic planning UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Del_Tech_Hwy.pdf UR - https://trid.trb.org/view/888855 ER - TY - RPRT AN - 01127413 AU - Richardson, David N AU - Missouri University of Science and Technology, Rolla AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Quick Test for Durability Factor Estimation PY - 2009/04//Final Report SP - 127p AB - The Missouri Department of Transportation (MoDOT) is considering the use of the AASHTO T 161 Durability Factor (DF) as an end-result performance specification criterion for evaluation of paving concrete. However, the test method duration can exceed 75 days before results are known. MoDOT contracted with the Missouri University of Science and Technology (Missouri S&T) to develop a method of approximation of DF based primarily on aggregate testing that would be of a shorter duration. Nineteen different ledge samples representing 18 ledges, 10 geologic formations (nine limestone and one dolomite) were sampled by MoDOT and delivered to Missouri S&T. The ledge samples represented DFs of 28 to 95 and nominal maximum aggregate sizes of ⅜ to 1 in. The aggregates were subjected to twelve different test methods. This information, coupled with MoDOT historical gradation, specific gravity, absorption, and deleterious materials data, formed the basis of the test study dataset. Multiple linear regression was used to produce seven models of varying accuracy and complexity for DF prediction. Historical T 161 DF data for the same aggregate materials (different samples) was used as the dependent variable. Model R-squared values ranged from 0.804 to 0.974. Thus, seven options were open to MoDOT for consideration. As an alternate to the regression models, a threshold-limits method was presented. KW - AASHTO T 161 KW - Aggregate tests KW - Concrete KW - Durability tests KW - Freeze thaw durability KW - Regression analysis KW - Test procedures UR - http://library.modot.mo.gov/RDT/reports/ri07042/or09020.pdf UR - https://trid.trb.org/view/887946 ER - TY - RPRT AN - 01141649 AU - Geib, Greg AU - Chamberlain Research Consultants, Incorporated AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - License Plate Study for Wisconsin Department of Transportation PY - 2009/03/31/Final Report SP - 27p AB - From July to November 2008, randomly sampled vehicle license plates from vehicles in Dane, Kenosha, Milwaukee, Ozaukee, Racine, Sheboygan, Washington, and Waukesha counties were recorded. Vehicles with Wisconsin auto or truck plates and also displaying stickers were surveyed in the study. Following the in-field data collection of license plates, the vehicle license plate and vehicle identification number (VIN) were matched with a database of vehicle registrations provided by the Wisconsin Department of Transportation (WisDOT). In total, 16,923 vehicle records were included in the analysis. In the study, each vehicle surveyed was categorized based on the following criteria: the sticker on the vehicle had been expired for more than 30 days at the time of data collection, the license plate sticker displayed a date that was more recent than the registration expiration date in the WisDOT vehicle registration database, and for trucks, the bottom point of the Gross Vehicle Weight Rating (GVWR) category was higher than the registered vehicle weight class. Overall, 2.3% of vehicles surveyed were categorized as having a sticker displayed which appeared to be expired for at least 30 days at the time of data collection. Also, 1.5% of vehicles surveyed were categorized as having a license plate sticker displayed on the vehicle during data collection with a date that was more recent than the registration expiration date in the WisDOT vehicle registration database. A comparison was also made between the Gross Vehicle Weight Rating (GVWR) category for trucks to the registered vehicle weight, with 7.3% of trucks surveyed categorized as having a bottom point of the GVWR category that was higher than the registered vehicle weight, from information provided in WisDOT registration data. KW - Automobiles KW - Data collection KW - Gross vehicle weight KW - License plates KW - Random sampling KW - Registrations KW - Surveys KW - Traffic violations KW - Trucks KW - Vehicle identification numbers KW - Wisconsin UR - http://ntl.bts.gov/lib/31000/31100/31170/0092-08-20licenseplatestudy-f.pdf UR - https://trid.trb.org/view/902022 ER - TY - RPRT AN - 01138520 AU - Berke, Brandon S AU - Sagues, Alberto A AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - Update on Condition of Reinforced Earthwall Straps PY - 2009/03/31/Final Report SP - 119p AB - Mechanically stabilized earth (MSE) walls are in widespread use but durability is a concern. Corrosion of reinforcement in walls using metallic components is a potentially important limitation as strips are often thin (e.g., only 4 mm). A 1994-8 Florida Department of Transportation (FDOT) investigation of 10 MSE structures determined that corrosion rates were low as expected for soils meeting specifications. At that time the walls were instrumented for future corrosion measurements and nondestructive monitoring. The walls had accumulated another decade of service by the start of the present survey, conducted to provide an indication of corrosion-related aging and improve long term performance projections. Surface appearance of coupons extracted from actual reinforcement elements in five of the walls showed little evidence of distress. Metallographic examination showed only moderate wastage of the galvanized layer, corresponding to low corrosion rates (~0.2 to ~1.1 µm/y). An extended series of linear polarization resistance (LPR) measurements yielded galvanized reinforcement apparent corrosion rates (ACR) that were also low (average ~0.7 µm/y) and in agreement with those estimated metallographically. Similar analysis of results from the earlier survey yielded ~0.9 µm/y. Average ACR values for ~11 years old embedded plain steel elements were ~6 µm/y. Similar plain steel elements of average age ~0.5 year had ACR ~8 µm/y. The drop in average ACR values with time was in the order of that expected for buried components. Corrosion macrocell current measurements showed interactions that corresponded to an appreciable fraction of the overall corrosion rate. This information was used to apply a localized corrosion multiplier in the damage projections. A statistical model that takes into account the estimated galvanized steel and plain steel corrosion rates and their variability was applied to project the evolution of corrosion damage in a generic Florida MSE wall, using data developed in the present and previous surveys. Consistent with the very small ACR values obtained for the galvanized layers, both inputs result in projections of minimum damage: <5% and <1% elements failed (lost half the thickness of the base steel) at age 100 years, and for about one half of elements failed after 200 years. The findings indicate that corrosion deterioration so far has been mild in the structures investigated, and a good prognosis for adequate corrosion performance in future decades barring unusual circumstances such as extensive backfill contamination. Periodic continuation surveys should be conducted for verification. KW - Corrosion KW - Durability KW - Earth walls KW - Florida KW - Galvanized metals KW - Linear polarization resistance KW - Mathematical models KW - Mechanically stabilized earth KW - Metallography KW - Reinforcing steel UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BD544_32_rpt.pdf UR - https://trid.trb.org/view/898694 ER - TY - RPRT AN - 01129901 AU - Liu, Rongfang AU - New Jersey Institute of Technology, Newark AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Hudson Bergen Light Rail Customer Impact and Retention Study PY - 2009/03/31/Final Report SP - 56p AB - In order to understand the customer impact and ridership retention of the Hudson Bergen Light Rail (HBLR) extension, New Jersey TRANSIT and the New Jersey Department of Transportation (NJDOT) gathered a research team to conduct a study composed of a platform survey, travel behavior change analyses, and ridership impact estimates. To measure the public benefit of investment in transit, the research team explored the comprehensive impact of the HBLR extension and highlighted the specific impact on travel behavior, such as mode shift, ridership retention, and utilization of intermodal transportation systems. This report documents the main elements of the research and findings. KW - Hudson-Bergen Light Rail KW - Impact studies KW - Light rail transit KW - Line extensions (Rail transit) KW - Modal shift KW - Ridership KW - Surveys KW - Travel behavior UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2009-004.pdf UR - https://trid.trb.org/view/890122 ER - TY - RPRT AN - 01129293 AU - Solaimanian, Mansour AU - Chang, Chieh-Tang AU - Chehab, Ghassan R AU - Milander, Scott AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Mid-Atlantic Universities Transportation Center AU - Federal Highway Administration TI - Development of Guidelines to Minimize Moisture Damage in HMA with PennDOT District 1 Local Aggregates PY - 2009/03/31/Final Report SP - 90p AB - The sources delivering quality aggregate for use in hot-mix asphalt concrete have been depleting in Pennsylvania Department of Transportation (PennDOT) District 1. There is currently a shortage of quality Type A aggregate in this district. The local aggregates don't meet the required criteria on soundness or absorption level, or both. Furthermore, stripping and moisture damage in these gravel aggregates are of concern even though most of these aggregates exhibit excellent skid resistance and durability. A research project was initiated to evaluate performance of hot-mix asphalt concrete using District 1-0 aggregates, specifically in regard to stripping and moisture damage. Research included modifications that could be applied to improve performance of such aggregates in hot-mix asphalt. Four Type C aggregates and one Type A aggregate, all sources located in District 1-0, were selected for evaluation. Mixes were prepared as control, with liquid anti-stripping agent, with lime, and with a gravel-limestone blend for the #8 material at equal proportions. The tests included PennDOT's modified version of AASHTO Test Method T283 (Tensile Strength Ratio), Model Mobile Load Simulator, 3rd Scale (MMLS3), and dynamic modulus after repeated freeze-thaw cycles. Overall, it was concluded that two of the five aggregate sources could pass the requirement on moisture damage resistance based on the PennDOT version of the AASHTO T283 test method. It was also found that the specific liquid anti-stripping agent used with these mixes improved the moisture damage resistance significantly. The study indicated improvement of moisture damage resistance using the limestone-gravel blend to a much lesser degree compared to the improvement gained through the liquid anti-stripping agent. Testing with the MMLS3 provided valuable information. Only three control mixes were included in this part of the study, and testing was conducted under both dry and wet conditions. A higher rutting level was found in wet tested specimens compared to dry specimens, even though the significance of the moisture impact on rutting level has yet to be determined. In summary, it seems that use of the specific liquid anti-stripping agent with the mixes in this study causes significant improvement in performance of mixes using these local aggregates. KW - Aggregates KW - Antistrip additives KW - Dry conditions KW - Freeze thaw tests KW - Hot mix asphalt KW - Model mobile load simulators KW - Moisture damage KW - Pennsylvania KW - Quality (Materials) KW - Rutting KW - Stripping (Pavements) KW - Tensile strength KW - Wet conditions UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Minimize%20Moisture%20Damage%20with%20District%201-0%20Aggregates.pdf UR - https://trid.trb.org/view/889593 ER - TY - RPRT AN - 01139262 AU - Culmo, Michael P AU - CME Associates, Incorporated AU - Federal Highway Administration TI - Connection Details for Prefabricated Bridge Elements and Systems PY - 2009/03/30/Final Report SP - 568p AB - Prefabricated components of a bridge produced off-site can be assembled quickly, and can reduce design time and cost, minimizing forming, minimize lane closure time and/or possibly eliminate the need for a temporary bridge. This document has been developed to promote the use of prefabricated elements and systems in bridges and focuses on "Connection Details" as part of accelerated construction projects. Accelerated Bridge Construction is one of the prime focus areas of the Office of Infrastructure of Federal Highway Administration. It focuses on a need to create awareness, inform, educate, train, assist and entice State DOT’s and their staff in the use of rapid construction techniques. This document represents the “State of the Practice” at this time with respect to connections between prefabricated elements in accelerated bridge construction projects. Most of the details were obtained from State Departments of Transportation, industry organizations, and private consultants. This information contained herein should be used to develop designs and determine which details would be appropriate for accelerating bridge construction projects. KW - Bridge construction KW - Bridge members KW - Prefabricated bridges KW - Structural connection UR - http://ntl.bts.gov/lib/43000/43400/43411/report.pdf UR - https://trid.trb.org/view/899065 ER - TY - ABST AN - 01464491 TI - Traffic Signal Analysis with Varying Demands and Capacities AB - The signalized intersection analysis methodology described in the Highway Capacity Manual (HCM) is one of the most widely used tools for evaluating the operation of signalized intersections. It has traditionally been used to quantify the delay and level of service associated with an existing intersection and with any proposed changes to the intersection's geometry, timing, or traffic demands. Recently, two new emphasis areas have been identified as national priorities: providing motorists with reliable travel times and maintaining signal timing. The HCM signal analysis methodology will be an important tool for engineers to use in achieving the goals associated with these two priority areas. The SHRP 2 Reliability research program has the goal of providing highway users with reliable travel times by preventing and reducing the impact of non-recurring incidents. The SHRP research program will develop analytic procedures for estimating reliability metrics. It will also develop a methodology for the HCM for predicting the impacts of random events (e.g., rain, crashes, breakdowns) on speed and delay. SHRP 2 Project L03 is concerned with travel time reliability, that is, the travel time over an extended highway segment. On signalized highways, a segment will include multiple signals. The L03 Research Plan states that it will use existing procedures for characterizing signal capacity so that predictive models of reliability can be constructed (i.e., reliability = f{signal capacity, demand, event characteristics}). As such, the scope of Project L03 is fairly macroscopic, since the primary measurements are travel times over an extended segment. The intent is not to study the operation of individual signals. Given the changes in signal control technology and innovative treatments, existing estimation procedures are probably limited in what they can provide. Therefore, research is needed to learn how these factors influence signal capacity and operation, and further, how these relate to travel time reliability over an extended segment. Estimation of travel time reliability on signalized highways is currently a daunting task. Reliability measurement demands a long history of continuously collected travel times (minimum of 6 months, ideally a year) be available. Such data are extremely rare right now and limited to where agencies have deployed either toll tag readers or electronic license plate readers. In the future, we will probably see more of these technologies deployed on signalized highways. Further, there is potential for privately collected travel time data (e.g., cell phone tracking and GPS-based travel times from instrumented vehicles) to provide travel times on signalized highways. However, these private technologies are still in their infancy, so the research will face data collection as a major issue. In response to the aforementioned research need, the HCM signal analysis procedure needs to be enhanced so that agencies can use it to evaluate the effect of the full range of traffic conditions on travel time reliability. This research would complement and leverage the SHRP investment by combining with it to produce a comprehensive methodology for evaluating urban street operation, level of service, and reliability. It is estimated that there are about 300,000 signalized intersections in the United States. These signals account for about 300 million vehicle-hours of delay each year. A recent evaluation of the Nation's signals by the National Transportation Operation Coalition (NTOC) indicated an immediate need for improvements to the timing of the nation's signals. These improvements have the potential to reduce travel time by 25% and save almost 17 billion gallons of motor fuel each year. The biggest obstacle to achieving these benefits through retiming is limited agency resources. Agencies have both limited staff-hours and limited funds to adjust timing plans and update equipment. Identifying and implementing efficient signal timings is one of the most time-consuming elements of signal maintenance. The HCM signal analysis methodology is a key element in the NTOC plan to achieve improved signal operation. However, research is needed to update the HCM signal analysis methodology to make it more efficient to use (e.g., less data intensive) and more consistent with the operation of today's traffic signal controller. The desired improvements in the timing of the Nation's signals will only be realized if the HCM signal analysis methodology is updated to accurately reflect current driver behavior and traffic conditions. The objective of this research is to update and modify the HCM signal analysis procedure to support reliability assessment and maintenance of signal timing. The final product of this research will be a comprehensive methodology for efficiently evaluating signal timing, identifying effective timing plans, and quantifying the effect of signal timing and traffic demand on reliability. This methodology will be documented in the form of draft text for a forthcoming edition of the HCM.

KW - Data collection KW - Global Positioning System KW - Highway capacity KW - Highway Capacity Manual KW - Traffic incidents KW - Traffic signal timing KW - Travel demand KW - Travel time UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2491 UR - https://trid.trb.org/view/1232721 ER - TY - ABST AN - 01462877 TI - Research for AASHTO Standing Committee on Highways. Task 228. Update the United States Numbered Highways (1989 Edition) and Document Current U.S. Routes AB - This study will update current records and provide a quick reference on U.S. Routes, Interstates, and U.S. Bike Routes electronically. This might include a web portal to access state records. KW - Bicycles KW - Highways KW - Interstate highways KW - National Cooperative Highway Research Program KW - Records management KW - Research projects KW - Routes KW - Websites (Information retrieval) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1243 UR - https://trid.trb.org/view/1231101 ER - TY - RPRT AN - 01340426 AU - Howard, Isaac L AU - Cooley, L Allen AU - Doyle, Jesse D AU - Mississippi State University, Mississippi State AU - Burns Cooley Dennis, Incorporated AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Laboratory Testing and Economic Analysis of High RAP Warm Mixed Asphalt PY - 2009/03/24/Final Report SP - 113p AB - This report contains laboratory testing, economic analysis, literature review, and information obtained from multiple producers throughout the state of Mississippi regarding the use of high RAP (50 % to 100%) mixtures containing warm mix additives. The goal of the research was to determine if such a concept was feasible within Mississippi. The project was broad in context and provides information related to many parameters. The result of the research was the concept was feasible. Economic data was obtained from ten producers in October of 2008 and used in conjunction with Mississippi virgin asphalt price records to perform economic analysis regarding high RAP mixtures, as well as issues pertaining to warm mix additives. The analysis was not comprehensive but provided valuable information. The result was there was no evidence to suggest the concept would be prohibited by economics. Laboratory testing was performed on hundreds of gyratory compacted samples with varying RAP contents, RAP sources, Sasobit® contents, virgin asphalt quantities, and temperature to investigate compactability and indirect tensile strength of the samples. The results provided no evidence that acceptable air voids could not be achieved at warm mix temperatures using only moderate amounts of virgin asphalt. Indirect tensile strengths were much greater in high RAP mixtures, which could indicate cracking potential. More research is needed to make definitive statements. Multiple producers of asphalt within Mississippi were contacted to discuss issues related to increased RAP percentage and the use of warm mix additives. The data provided was incorporated into select portions of the research. Overall, the research found no reason to believe that high RAP warm mixed asphalt was not feasible and recommended additional research that would further the cause. KW - Air voids KW - Economic analysis KW - Feasibility analysis KW - Laboratory tests KW - Mississippi KW - Reclaimed asphalt pavements KW - Tensile strength KW - Warm mix paving mixtures UR - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/SS200.pdf UR - http://ntl.bts.gov/lib/37000/37900/37919/SS200FinalReport.pdf UR - https://trid.trb.org/view/1101893 ER - TY - RPRT AN - 01340395 AU - Howard, Isaac L AU - Baumgardner, Gaylon L AU - Mississippi State University, Mississippi State AU - Paragon Technical Services, Incorporated AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - US Highway 84 Chip Seal Field Trials and Laboratory Test Results PY - 2009/03/24/Final Report SP - 28p AB - This report contains laboratory and field testing of US Highway 84 in Lincoln county Mississippi. A full scale field test consisting of seven polymer modified asphalt emulsions and a CRS-2 control emulsion was constructed in September of 1989 and subsequently evaluated for two years. Laboratory testing of these emulsions was performed with the Frosted Marble Test and the Tensile Stress Test, alongside standard emulsion test protocols. The goal of the work at the time it was conducted was to add satisfactory performing products to the DOT Approved Products List. Recent research activities at the Mississippi DOT have focused on preservation and maintenance, indicating a desire to develop performance related specifications and material acceptance procedures. No formal report was generated at the time of testing, but a large of amount of data was present in MDOT files. Additionally, a large amount of data regarding the testing was owned by producers involved with the test sections. This data was combined, organized, synthesized, and developed into this report. Several of the products (or very similar versions) tested on US Highway 84 remain in use at present. The data contained in this report will be used in future research activities aimed toward performance oriented specification and acceptance of chip seal materials. KW - Asphalt emulsions KW - Chip seals KW - Field tests KW - Laboratory tests KW - Mississippi KW - Pavement maintenance KW - Polymers UR - http://www.cee.msstate.edu/assets/documents/(2009)%20FHWA_MS-DOT-RD-09-202-VI%20(Final%20Report).pdf UR - http://ntl.bts.gov/lib/37000/37900/37901/US_Highway_84_Chip_Seal_Field_Trials_and_Laboratory_Test_Results_1_.pdf UR - https://trid.trb.org/view/1101715 ER - TY - RPRT AN - 01142394 AU - Thompson, David B AU - Cleveland, Theodore G AU - Fang, Xing AU - Wang, Keh-Han AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Design Guidance for Low-Water Crossings in Areas of Extreme Bed Mobility, Edwards Plateau, Texas PY - 2009/03/23/Technical Report SP - 178p AB - The purpose of this report is to present results from a combination of field and laboratory investigations of mobility of gravel to cobble sized materials in Texas streams on the Edwards Plateau. The Texas Department of Transportation (TxDOT) uses low-water crossings for many of the roadways in the region, particularly where the streams are ephemeral. When the streambed mobilizes, instances of roadway loss of service, either by deposition of large amounts of bed materials or by structural failure associated with streambed mobilization are relatively common. The objectives of the project were to determine the mechanics of streambed mobilization and develop design guidelines (approaches) to mitigate damage associated with streambed mobilization events. Numerical models were developed and a geographic information system (GIS) approach was used to demonstrate how area subject to streambed mobilization can be identified through application of these tools. Physical models were used to demonstrate the mechanics of streambed mobilization and test current design solutions. The physical model identified the mechanics for culvert “self-clearing” and that a porous roadbed results in changes to the flow dynamics that affect bedload deposition in the low-water crossing area. An offset three-culvert design was identified by TxDOT engineers as an alternative to the more-common box culvert. KW - Cobbles KW - Culverts KW - Design KW - Edwards Plateau (Texas) KW - Geographic information systems KW - Gravel KW - Hydraulics KW - Low water crossings KW - Mathematical models KW - Sediment transport KW - Stream crossings KW - Streambeds UR - http://www.techmrt.ttu.edu/Reports/Complete%20Reports/0-4695-fpr.pdf UR - http://ntl.bts.gov/lib/31000/31200/31219/0-4695-fpr.pdf UR - https://trid.trb.org/view/902774 ER - TY - ABST AN - 01492352 TI - Spt Dep Sec - Improved Rural Trans Safety AB - In support of the Deputy Secretary's initiative to improve rural transportation safety, this contract aims to develop a Best Practice Guide and develop a web site for use in accessing this Guide. The Guide will provide rural communities with the tools necessary to make appropriate decisions to improve problem rural road infrastructure and initiate behavioral programs to improve driver performance. KW - Best practices KW - Decision making KW - Highway safety KW - Rural transportation KW - Travel behavior KW - Websites (Information retrieval) UR - https://trid.trb.org/view/1261485 ER - TY - ABST AN - 01464493 TI - Guidelines for Timing Yellow and All-Red Intervals at Signalized Intersections AB - Red-light running is one of the most common causes of intersection crashes. Research shows that yellow interval duration is a significant factor affecting the frequency of red-light running, and increasing yellow time to meet the needs of traffic can dramatically reduce red-light running. However, it is not known if the reductions in red-light running translate into reductions in crashes and injuries. Longer yellow times may increase the zone in which drivers have the option of safely stopping or going and thus increase the potential for conflicts and risk of rear-end crashes. Furthermore, there is no consensus on how the yellow and all-intervals should be timed. The assumed reaction time and deceleration rates for timing yellow lights are based on limited research of car drivers that is a quarter century old. The effects of heavy vehicles are ignored although trucks require longer distances to stop especially at higher speeds. Given the aging of the population, research is needed to determine normal reaction times and deceleration rates for use in timing yellow change intervals. This should be done for intersection approaches covering a range of speeds, grades, vehicle types, surface condition (wet/dry), and turning movements. The end product would be improved guidelines for timing change intervals. Most studies on driver behavior during yellow change intervals were conducted more than 25 years ago and the observations were limited to a few hours at a few sites. The research indicates that if the deceleration required to stop is less than 8 ft/sec2 most drivers will stop and if it is more than 12 ft/sec2 most drivers will continue through the intersection. None of the research appears to investigate behavior or needs of truck drivers or assess whether these values apply for all approach speeds. Most studies on the effects of all-red intervals report accident reductions; however, these studies were limited to a 1-year-after period. Long-term evaluations in Indiana and Minnesota found accidents increase after the first year resulting in no net reduction. Bonneson and Son (2003) and Zador et al. (1985) found that longer yellow interval durations consistent with the ITE Proposed Recommended Practice(1985) using 85th percentile approach speeds are associated with fewer red-light violations, all other factors being equal. Bonneson and Zimmerman (2004) found that increasing yellow time in accordance with the ITE guideline or longer reduced red light violations more than 50 percent. Van Der Host found that red light violations were reduced by 50 percent 1 year after yellow intervals were increased by 1 second. Retting et al. (2007) found increasing yellow time in accordance with the guideline reduced red-light violations on average 36 percent with higher reductions. This project will develop guidelines for timing yellow and all-red intervals to meet the needs of traffic and assess the long-term effectiveness of increasing yellow time on red-light running and crash risk. Observational field studies should be carried out to determine reaction times during onset of the yellow light and develop updated functions for probability of cars stopping versus deceleration required to stop and new functions for trucks. Before-and-after crash studies should be done at intersection where yellow times have been altered. The research task should address questions such as: Do reductions in red-light running associated with increased yellow time translate in to crash reductions? Should yellow timing be based on prevailing speed or posted speed. If prevailing speed is used, should it be 85th percentile, 95th percentile, or some other measure? Does acceptable level of deceleration vary with approach speed and vehicle type? What reaction time is normal? Does reaction time differ by area type or driver age? Should there be an upper limit on length of the yellow? What amount of side street start-up delay if any should be subtracted from the clearance time to determine the amount of all-red? What is a fair and reasonable tolerance for RLC violations? There are approximately 1,000 fatalities and 90,000 injuries each year attributed to red-light running. Deficient yellow times entrap drivers into running red lights or stopping abruptly and risk being rear-ended. Red light cameras are being implemented with little or no grace period. Such practice fails to recognize that current practice for timing yellow lights reflect an average driver and unfairly penalizes a large number of motorists behaving reasonably. Over time, this practice could lead to a backlash against red-light cameras and prohibition of a potentially useful tool in improving highway safety Data collected at several red-light camera (RLC) sites in northern Virginia where the yellow was increased has yielded impressive results and suggests that increasing the yellow interval can be more effective in reducing red-light running than RLCs. The dramatic reductions in red-light running from increasing the yellow have been sustained up to 3 years after the yellow was increased, and there is no evidence that motorists take advantage of the increased yellow over time. Further, it is very simple and inexpensive to implement. This needs to be evaluated on a wider scale and the results widely disseminated. The final report should include recommended changes to the Manual on Uniform Traffic Control Devices and a recommended practice for consideration by the Institute of Transportation Engineers.
 
KW - Reaction time KW - Rear end crashes KW - Red interval (Traffic signal cycle) KW - Red light running KW - Signalized intersections KW - Traffic crashes KW - Traffic signal cycle KW - Traffic speed KW - Yellow interval (Traffic signal cycle) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2489 UR - https://trid.trb.org/view/1232723 ER - TY - ABST AN - 01494908 TI - Comparative Emissions Database AB - The Comparative Emissions DataBase (CEDB) web interface was created by Aerodyne Research, Inc. (ARI) under the direction and funding of the US Department of Transportation and Federal Aviation Administration. The objective of this web tool is to facilitate application of the extensive data available in the CEDB, for comparing the potential environmental impact (especially for climate change) of moving passengers and freight via various transportation modes. The CEDB incorporates data from various sources - including measurements by ARI using novel high resolution instruments invented at ARI, as well as other research data available in the scientific literature - and covers air, road, rail and marine transportation modes. Other data sources include certification sources (e.g. EPA certification data). KW - Alternatives analysis KW - Climate change KW - Databases KW - Environmental impact analysis KW - Environmental impacts KW - Pollutants KW - Transportation modes UR - https://trid.trb.org/view/1264142 ER - TY - ABST AN - 01570503 TI - Improving the Foundation Layers for Concrete Pavements AB - Quality pavement foundation layers are essential to achieving excellent pavement performance. In recent years as truck traffic has greatly increased, the foundation layers have become even more critical to successful pavement performance. Unfortunately, there are still many pavement failures in the U.S. related to inadequate subbase, natural subgrade, and embankment (commonly referred to as foundation layers or roadbed). Factors that contribute to pavement foundation problems are believed to be poor construction practices, ineffective quality control/quality assurance (QC/QA) testing methods and sampling plans, material variability and unpredictable long-term material behavior, poor verification of material properties during construction, insufficient development of performance-related specifications, and low capital investment in the foundation layers. The objective of this research is to improve the construction methods, economic analysis and selection of materials, in-situ testing and evaluation, and development of performance-related specifications for the pavement foundation layers. The outcome of this study will be conclusive findings that make pavement foundations more durable, uniform, constructible, and economical. Although the focus of this research will be portland cement concrete (PCC) concrete pavement foundations, the results will likely have applicability to asphalt cement concrete (ACC) pavement foundations and, potentially, unpaved roads. All aspects of the foundation layers will be investigated including thickness, material properties, permeability, modulus/stiffness, strength, volumetric stability and durability. KW - Concrete pavements KW - Durability KW - Foundations KW - Pavement performance KW - Pavement thickness KW - Paving KW - Permeability KW - Portland cement concrete KW - Subbase (Pavements) UR - http://www.pooledfund.org/Details/Study/408 UR - https://trid.trb.org/view/1362144 ER - TY - RPRT AN - 01138525 AU - Maurer, Mark W AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Design and Construction of a Field Test Site to Evaluate the Effectiveness of a Compost Amended Bioswale for Removing Metals from Highway Stormwater Runoff PY - 2009/03/13/Master's Thesis SP - 72p AB - Stormwater from impervious surfaces generally has to be treated by one or more best management practice (BMP) before being discharged into streams or rivers. Compost use for treating stormwater has increased in recent years as trials show that compost amended soils and compost blankets prevent erosion and improve water quality. Most of the trials to date have focused on applications where the stormwater sheet flows across a compost amended area or into a retention basin amended with compost. These types of installations are applicable to many locations, but there is a need for an end-of-pipe treatment that can handle concentrated flows. This is particularly true in roadway projects that are linear in nature and cut across land features and go from cut to fill sections frequently. Bioswales are an approved BMP to remove nutrients from stormwater and are widely used in highway construction to move and treat stormwater. However, bioswales are not currently approved for dissolved metal removal from stormwater. Compost amended soils have shown an increased capacity to remove dissolved metals from stormwater. This research will evaluate the effectiveness of a compost amended bioswale to remove dissolved metals from highway runoff. This thesis details the steps necessary for the site selection, design, and implementation of a stormwater BMP field test. KW - Best practices KW - Compost KW - Design KW - Erosion control KW - Metals KW - Runoff KW - Swales KW - Water quality management UR - http://www.wsdot.wa.gov/research/reports/fullreports/724.1.pdf UR - https://trid.trb.org/view/898752 ER - TY - ABST AN - 01464685 TI - Research for AASHTO Standing Committee on Highways. Task 248. Guidelines for Utility Encasement Policy for Highway Crossings AB - This study will determine whether current Department of Transportation (DOT) encasement policies are appropriate. KW - Encasement KW - Highways KW - State departments of transportation KW - Transportation, hydraulic and utility facilities KW - Utility poles KW - Utility theory UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2203 UR - https://trid.trb.org/view/1232917 ER - TY - ABST AN - 01464468 TI - Factors Contributing to Median Encroachments and Cross-Median Crashes AB - Cross-median crashes (CMC) frequently result in high severity injuries and fatalities. Cross-median encroachments (CME) are similar events that occur without striking a vehicle in the opposing lane. Although they may not result in comparable injury severities, the seriousness of CMC and CME (CMC&E) events are of equal concern. Studies of contributory factors associated with CMC&E have typically focused on median width, and several have also explored ADT. A few have looked at the influence of geometry and cross sectional elements. Although these studies have been helpful, they do not explore the full range of causal factors. The influence of interchange ramps, interchange spacing, mixture of vehicle types, peak period volumes, peak period duration, land use, posted speed, and the presence of speed transition zones on CMC&E is not well understood. There is also a knowledge gap regarding countermeasures appropriate for the varieties of contributory factors. Understanding when a particular barrier system is and is not appropriate is just as important as knowing that cross-median protection is warranted. Evaluation of contributory factors and injury severities, associated with various countermeasures would provide some insight into which countermeasures to employ to reduce the frequency and severity of these collisions. CMC&E typically occur on the high priority road network and are associated with loss of life, major injuries, user-delay and negative press coverage. Most transportation agencies are placing barrier systems in their highway medians to address CMC&E. For most agencies, these placement decisions are based on median width and ADT. This approach may not be targeting locations with the highest overall risk for CMC&E, leaving correctable locations behind. A successful outcome from this research would lead to better choices about sites to protect and countermeasure selection. Research findings could also be used to identify locations for increased enforcement and other countermeasures. The objective of this research project is to identify statistically significant factors and combinations of factors that influence CMC&E frequency and severity. KW - Contributing factors (Accidents) KW - Cross median accidents KW - Frontal crashes KW - Medians KW - Opposing traffic KW - Traffic crashes KW - Traffic safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2511 UR - https://trid.trb.org/view/1232698 ER - TY - ABST AN - 01464467 TI - Guide to Implementing Strategies to Attract and Retain a Capable Transportation Workforce AB - Many transportation agencies are experiencing difficulty in attracting and retaining skilled employees. Competition with other industries and fields poses a serious challenge to the agencies in their attempt to fill positions. Many agencies are losing substantial numbers of experienced personnel to attrition, and facing serious difficulty in finding replacements. Often, trained employees retire after many years of service, but an equally important issue is that other younger employees leave for higher pay or better working conditions. Without a skilled workforce, accomplishing agency objectives becomes almost impossible. The proposed project will represent a way for agencies to share ideas and practices that have been successfully used to meet their long-term workforce needs. Without a skilled workforce, all aspects of an agency's transportation program are at risk, with dire consequences to the state and national economy. Some agencies have adopted short-term solutions like outsourcing or supplementing their workforce with consultants or contractors; however, that approach is costly and generally not sustainable over the long term. The long-term strategy of training employees and keeping them within the agency is essential. This project will supplement work that NCHRP 20-72 is currently conducting. The objective of this project is to identify and document effective strategies for Attracting and Retaining a Skilled Transportation Workforce. The work will include the following tasks. Task 1 - Develop a process to identify programs that state transportation agencies have used to attract and retain skilled employees. Task 2 -Summarize various practices, evaluate the outcomes and the reasons why the practices succeeded or failed. What external factors (state of the economy, population fluctuations) affect program outcomes? Does the program represent a long-term solution that will sustain the fluctuations of economy, demographics, and other external factors? Task 3 -Discuss lessons learned and recommendations on effective practices in establishing programs for attracting and long-term retention of skilled employees. The report should include the above and showcase successes and failures, and explain factors that affected the overall outcome. Develop a best practices guide for attracting and retaining employees. KW - Continuing education KW - Demographics KW - Labor force KW - Personnel retention KW - Professional personnel KW - Skilled labor KW - Transportation careers UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2514 UR - https://trid.trb.org/view/1232697 ER - TY - RPRT AN - 01445997 AU - Sicking, Dean L AU - Albuquerque, Francisco Daniel Benicio de AU - Lechtenberg, Karla A AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Cable Median Barrier Guidelines PY - 2009/03/04/Final Report SP - 45p AB - A detailed examination of accidents in Kansas was undertaken in order to evaluate the need for cable median barriers. Hard copies of all accident reports from Kansas controlled-access freeways from 2002 through 2006 were reviewed. A total of 525 cross-median events and 115 cross-median crashes were identified. Cross-median encroachment rates were found to be linearly related to traffic volume, while cross-median crash rates appeared to have second-order relationship with volume. Cross-median crashes were found to be much more frequent during winter months, and the severity of wintertime crashes was found to be lower. This finding indicates that median barrier guideline criteria may need to be adjusted to accommodate regional climate differences. This is especially true for guidelines based upon cross-median crash rates. A relationship was developed between cross-median crash rate and traffic volume for Kansas freeways with median widths of 60 feet (18.3 meters). This relationship was then combined with encroachment rate and lateral extent of encroachment data from Cooper to develop general guidelines for the use of cable median barriers along Kansas freeways, which typically have 6:1 or flatter slopes. KW - Cable barriers KW - Crash records KW - Cross median accidents KW - Guardrails KW - Guidelines KW - Highway safety KW - Kansas KW - Median barriers KW - Weather and climate UR - http://www.ksdot.org/pdf_files/TRP-03-206-08-Final-Revised.pdf UR - https://trid.trb.org/view/1212690 ER - TY - ABST AN - 01464469 TI - Design Requirements for Culvert Joints AB -
Traditional methods for the structural design of buried culverts ignore culvert distress emanating from longitudinal, shear, and gasket circumferential stresses at the joint. Typically, it is presumed that alignment and bedding stiffness is uniform in the longitudinal direction of the pipe and the gasket insertion pressures minimal. Accordingly, the structural design of the culvert joint is based on the assumption of in-plane loading of the pipe's cross section, that is, in-plane bending (ovaling, yielding, and cracking) and in-plane thrust (crushing and buckling). Longitudinal bending moments and shear resulting from nonuniform loading and/or variations in the bedding support along the length of the pipe or internal ring tension forces from gaskets are not traditionally considered in the design process. Contrary to traditional design practice, field observations reveal that longitudinal effects may be responsible for a large number of costly culvert failures. One very prevalent failure mode is initiated by longitudinal variations in bedding stiffness resulting in differential settlement of the pipe, which in turn generates longitudinal culvert stresses and relative joint movements. In the recent NCHRP Project 4-24 for HDPE plastic pipe, pipe cracking from the joint integrity of buried drainage pipe was observed to be extremely sensitive to differential settlement. The supposition is that nonuniform bedding stiffness included joint distress, allowing leakage of groundwater and soil into the culvert, thereby losing vast amounts of soil support, and ultimately, collapse of pipe and destruction of pavement. In like fashion, if a joint is cracked, sheared or over-deflected and opened due to circumferential tension forces from a gasket, the resulting leakage has the same effect. Another well-known longitudinal problem occurs whenever culverts (concrete, corrugated metal, or plastic) are joined into manholes or headwalls. Here the discontinuity of soil support to the stiffer manhole/headwall support is even further aggravated by the softer than normal soil support due to deeper excavations and poor compaction in the vicinity of the manhole/headwall. More installations are becoming gasketed in order to prevent infiltration of backfill into the culvert. Insertion force from the compression of a rubber gasket during the connection of two pipe exerts tensile forces on the bell and spigot end of the mating pipe. If the pipe is not structurally adequate to resist these forces, either the bell or spigot will deform, crack, or shear. The consequential opening to the backfill will permit further undermining of the culvert and embankment. Conversely, a reduction of confining stress over time in joints due to the nature of the visco-elastic materials utilized for joints also must be assessed with respect to the type of gasket and pipe employed. It has long been argued that longitudinal distress resulting from less than perfect bedding alignment and stiffness is a problem that should be cured by placing tighter controls on the construction/installation methods. Although it is correct that the engineering community should strive to enforce proper construction procedures, reality and long experience has shown that construction always will be less than perfect. Thus, in order to avoid costly repairs, it is prudent to incorporate in the culvert design process some design requirements to account for longitudinal distress resulting from less than perfect construction practices. The objective of this research is to develop joint design requirements for culvert joints to withstand reasonable variations in bedding stiffness and other nonuniform effects that are anticipated form actual construction and installation practice. All culvert materials are included in this objective, e.g. corrugated metal, reinforced concrete, and plastic pipe. Steps to achieve the objective include: Survey literature and existing culvert installations to quantify all mechanisms and practices that promote longitudinal, joint, and shear distress at culvert joints; establish design criteria for each failure mechanism, pipe type, and associated joint type, including material time effects. These design criteria are to be based, in part, on the development of anticipated loading conditions from research field and laboratory testing; develop a general design model applicable to all pipe types and joints (such as beam segments with specialized joints on yielding foundation). A sensitivity analysis to incorporate variations in material properties, stiffness, rotational movement, and insertion forces will be included as part of this task; incorporate a three-dimensional model as an optional tool in a primary culvert design program such as ANSYS; develop simplified design procedures and evaluation methods, which may be referenced by ASTM or AASHTO specifications. These procedures and methods would define such properties as joint shear strength, pull tests, maximum insertion force, beam strength, and other related items identified under the design criteria development component of this research project. It is urgent and imperative that, as pragmatic engineers, we recognized construction practices or as-built conditions invariably deviate from the ideal design world. For example, variations in bedding stiffness are a fact of life that cannot be swept under the rug with the notion it is a problem for the contractor, not the designer. Culverts will continue to fail until we incorporate concerns at joint into our design specifications.
KW - Bending stress KW - Culvert pipe KW - Culverts KW - Joints (Engineering) KW - Research projects KW - Structural design UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2510 UR - https://trid.trb.org/view/1232699 ER - TY - ABST AN - 01464375 TI - Sustainablility Performance Measures for State Departments of Transportation and Other Transportation Agencies AB - State departments of transportation and other transportation agencies are struggling with how to integrate sustainability into their investment and operating decisions. In part, this is because there are multiple definitions of sustainability, and they are variously applied at different scales and at different points in system planning and programming; project development, design, construction, and maintenance; and operations. Transportation agencies are incorporating the principles of Context Sensitive Solutions and environmental stewardship into their decisionmaking, and sustainability potentially presents at least a variation and at most an entirely new way of evaluating agency performance. Agencies need assistance in developing sustainability goals and objectives and related performance measures. Popular definitions of sustainability consider the environmental, economic, and social implications of a decision and the rate of natural resource consumption relative to resource availability and the needs of future generations. For sustainability to be successfully incorporated into transportation decisionmaking, it is essential that these concepts are adequately understood, quantified and applied. Transportation agencies have strategic goals that cover a broad range of topics, many of which may be consolidated into categories that specifically address the dimensions of sustainability--economic health, social equity, and environmental stewardship. Examples include improved safety, reduced congestion, wetland conservation, enhanced economic opportunity, improved air quality, reliable mobility, system preservation, accelerated project delivery, economic vitality, ecosystem services, neighborhood preservation, and increased value of transportation assets. Climate change constitutes an emergent and critical area where agencies need immediate assistance. To achieve the goals of sustainable transportation, agencies require practical and easy-to-use tools or methods to continuously integrate sustainability into current agency performance measurement programs. Working with performance measures, however, can be a daunting task due to the large number of possible measures, extensive data that might be required, and computational complexity--hence the need for identifying useful and easy-to-use performance measures. The objective of this project is to develop a guide for state departments of transportation (DOTs) and other transportation agencies to use to measure the sustainability of their networks, systems, facilities, projects, and activities, at the appropriate scales, stages (long-range planning, programming, project development, design, construction, maintenance, operations), and time frames. The project will clearly describe the underlying principles of sustainability as they apply to transportation agencies. The guide will (1) support agency decision-making processes at various management levels; (2) enable agencies to develop appropriate sustainability goals, objectives and associated performance measures, and methods for conducting performance measurement and monitoring; and (3) describe computation methods for these measures and possible data sources. KW - Economic factors KW - Ecosystems KW - Highway operations KW - Mobility KW - State departments of transportation KW - Sustainable development KW - Traffic congestion KW - Traffic safety KW - Wetlands UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2500 UR - https://trid.trb.org/view/1232604 ER - TY - ABST AN - 01463887 TI - Research for AASHTO Standing Committee on Highways. Task 273. Update of the AASHTO Policy on Geometric Design of Highways and Streets (Green Book) AB - This project will ensure that consistent and accurate technical information is incorporated throughout the update to the AASHTO Policy on Geometric Design of Highways and Streets and to produce a final draft version of the guide for formal balloting by AASHTO. The revised Green Book has been forwarded to AASHTO to begin the balloting process. KW - AASHTO Green Book KW - American Association of State Highway and Transportation Officials KW - Geometric design KW - Guidelines KW - Highway design KW - Policy KW - Publication revision KW - Technical writing UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2601 UR - https://trid.trb.org/view/1232115 ER - TY - RPRT AN - 01587161 AU - Pierce, Linda M AU - Uhlmeyer, Jeff S AU - Weston, Jim AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Dowel Bar Retrofit – Do’s and Don’ts PY - 2009/03//Research Report SP - 60p AB - This report documents construction and inspection guidelines for the successful construction of a dowel bar retrofit project. KW - Concrete pavements KW - Construction management KW - Dowel bar retrofit KW - Guidelines KW - Inspection KW - Rehabilitation (Maintenance) UR - http://www.wsdot.wa.gov/research/reports/fullreports/576.2.pdf UR - https://trid.trb.org/view/1391872 ER - TY - RPRT AN - 01470014 AU - Cross, Stephen A AU - Bhusal, Sushanta AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Longitudinal Joint Density and Permeability in Asphalt Concrete PY - 2009/03//Final Report SP - 54p AB - Low longitudinal joint density has been identified as one of the major issues relating to poor asphalt pavement performance. Low longitudinal joint density can lead to premature raveling of the joint and the lower density results in increased permeability of the pavement. Increased permeability allows water to easily enter the pavement resulting in increased susceptibility to moisture induced damage or stripping. The Oklahoma Department of Transportation (ODOT) does not currently have a test method or specification that addresses the problem of low longitudinal joint density. The objective of this study was to obtain the necessary field and laboratory test data to provide information around which a test method and/or specification for control of longitudinal joint density could be written. Three recently constructed pavements were selected for field testing. One pavement was on a county road and the other two pavements were ODOT construction projects. Two or three locations from each project were sampled and tested for a total of seven test sites. Field testing at each site consisted of measuring in-place permeability, measuring pavement density using an electromagnetic device (OHD L-14 Alternate Method B) and obtaining pavement cores at five locations at each test site. Field permeameters used included an National Center for Asphalt Technology permeameter, a Kentucky air induced permeameter (AIP) and a Romus air permeameter. Laboratory permeability (OHD L-44) was determined on pavement cores. The results from pavement density testing, core density testing, field permeability testing and laboratory permeability testing were analyzed to determine relationships between field permeability, pavement density and laboratory permeability. The suitability of using field permeability at longitudinal joints for control of longitudinal joint density and permeability was evaluated. KW - Asphalt concrete pavements KW - Cores (Specimens) KW - Density KW - Field tests KW - Laboratory tests KW - Longitudinal joints KW - Oklahoma Department of Transportation KW - Permeability KW - Stripping (Pavements) UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/fhwa-ok0807.pdf UR - https://trid.trb.org/view/1237854 ER - TY - ABST AN - 01462214 TI - Passenger Protection in Rail Transit Vehicles AB - Statistically, light rail systems have higher injury rates on a per passenger-mile basis than heavy rail and commuter rail, because light rail transit systems in most cities operate on city streets with at-grade crossings. Occupants can be injured or killed as a result of two main mechanisms that arise from the sudden acceleration or deceleration of a vehicle, or because of a mechanical damage to the vehicle structure. These can arise from: (1) Primary collision of the vehicle against another vehicle or obstacle, and (2) Secondary impacts between the occupant and the interior of the vehicle at some time following the initiation of the primary collision. This research is expected to identify the injury mechanisms to LRV passengers and to propose future areas of research that will lay the foundations necessary to generate transit rail vehicle interior design guidelines that will enhance the level of safety to passengers during collisions. The objective of this rsearch project is to identify the injury mechanisms to Light Rail Vehicle (LRV) passengers and generate transit rail vehicle interior design guidelines that will enhance the level of safety to passengers during collisions. KW - At grade intersections KW - Crashes KW - Light rail transit KW - Light rail vehicles KW - Passenger miles KW - Passenger safety KW - Railroad crashes KW - Railroad transportation KW - Research projects UR - https://trid.trb.org/view/1230435 ER - TY - RPRT AN - 01384330 AU - Hardy, M AU - Wunderlich, K AU - United States. Federal Highway Administration (FHWA). Office of Operations TI - Traffic analysis tools volume IX: work zone modeling and simulation: a guide for analysts PY - 2009/03 IS - FHWA-HOP-09-001 SP - 134p AB - This document is the second volume in the FHWA Traffic Analysis Toolbox: Work Zone Analysis series. Whereas the first volume provides guidance to decision-makers at agencies and jurisdictions considering the role of analytical tools in work zone planning and management, this volume provides specific guidance to the analyst, researcher, or manager in charge of conducting a specific work zone analysis project or who has been charged with developing an overall work zone modeling program or approach. This volume includes numerous case study examples, discussion and analysis designed to provide the prospective work zone analyst with information pertaining to the selection of a transportation modeling approach (including the identification of opportunities for use, managing technical risk and examples) as well as specific project applications (including constructability, scheduling and transportation management plan design and evaluation). This document serves as Volume IX in the FHWA Traffic Analysis Toolbox. KW - Case studies KW - Case study KW - Construction site KW - Highway traffic control KW - Mathematical models KW - Modelling KW - Risk KW - Risk management KW - Traffic management KW - Usa UR - http://www.ops.fhwa.dot.gov/wz/traffic_analysis/tatv9_wz/tatvol_9.pdf UR - https://trid.trb.org/view/1152095 ER - TY - RPRT AN - 01360666 AU - University of Connecticut, Storrs AU - Federal Highway Administration TI - Guidelines for Temporary Traffic Control in Work Zones PY - 2009/03 SP - 56p AB - The primary function of temporary traffic control is to provide for the safe and efficient movement of vehicles, bicyclists, and pedestrians (including persons with disabilities in accordance with the Americans with Disabilities Act) through or around temporary traffic control zones while reasonably protecting workers and equipment. A concurrent objective of the temporary traffic control is the efficient construction and maintenance of the highway. Part 6 of the Manual of Uniform Traffic Control Devices (MUTCD) is the national standard for all traffic control devices used during construction, maintenance, and utility activities plus incident management. This handbook summarizes some guidelines listed in the 2003 MUTCD. It is directed to municipalities, utilities, and contractors providing maintenance or construction on a public roadway. It contains basic principles, a description of the standard traffic control devices used in work areas, guidelines for the application of the devices, and typical application diagrams. Also, information concerning proper flagging is presented. This handbook gives the basic principles and provides examples for the design, application, installation, and maintenance of the various types of traffic control devices used in temporary traffic control or for incident management. This information is intended to provide the principles of proper work zone traffic control, but is not a standard. Part 6 of the MUTCD contains the standards for work zone traffic control. KW - Flaggers KW - Guidelines KW - Manual on Uniform Traffic Control Devices KW - Night visibility KW - Traffic control devices KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://www.t2center.uconn.edu/pdfs/Work%20Zone%20Safety%20Guidebook_Final.pdf UR - https://trid.trb.org/view/1126663 ER - TY - RPRT AN - 01358537 AU - Tremblay, Jason P AU - Fitch, Jennifer M V AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Evaluation of Ultra Hydrophast with Rhoplex Fastrack HD-21A: Final Report PY - 2009/03//Final Report SP - 20p AB - In an effort to extend the service life of waterborne markings while reducing the overall cost of labor and equipment, the Vermont Agency of Transportation applied an experimental marking material, known as Ultra Hydrophast with Rhoplex Fastrack HD-21A, an acrylic polymer. This substrate is reported to provide multi-year performance by providing a tight, strong anchor to glass beads and road surfaces. In addition to an examination of the binder, Visibeads consisting of glass spheres three to four times larger than conventional beads, were also dropped onto the marking material. During application, an effort was made to assess sustainability as studies have shown a greater likelihood of dislodging due to greater protrusion above the marking binder. Following the placement of the markings, data collection, including retroreflectivity and wear readings, was conducted using uniform methods. All of the white and yellow HD-21A markings were found to be in compliance with ASTM 6359, “Minimum Retroreflectance of Newly Applied Pavement Marking Using Portable Hand-Operated Instruments”. While both the experimental and control traffic marking materials continued to decay as would be expected, the HD-21A markings decayed more readily with considerably lower retroreflectivity readings as compared to the control waterborne. During the spring of 2008, the retroreflectivity readings collected from the HD-21A substrate were half that of the standard marking material. In accordance with a cost analysis, the HD-21A was found to be less cost effective as compared to standard waterborne paint traffic markings. Overall, the application of HD-21A is not recommended as it appears to be far more susceptible to snow plow damage, with both the Visibeads readily sheared off as well as the paint material itself. KW - Acrylic resins KW - Data collection KW - Glass beads KW - Retroreflectivity KW - Road markings KW - Traffic paint KW - Wear UR - https://trid.trb.org/view/1124029 ER - TY - RPRT AN - 01352635 AU - Idriss, Rola AU - Liang, Zhiyong AU - New Mexico State University, Las Cruces AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Monitoring Of An Interstate-25 High Performance Concrete Bridge With An Embedded Optical Fiber Sensor System PY - 2009/03//Final Report SP - 242p AB - The I-25/Dona Ana Interchange in Las Cruces, NM is a simple span, high performance concrete (HPC) prestressed girder bridge. The girders are six prestressed, BT-63 HPC girders with a span length of 112.5 ft (34.2 m). The bridge was monitored from fabrication through service with an embedded optical fiber sensor system. Thirty two Fiber Bragg Grating (FBG) optical fiber deformation sensors were installed in the beams during fabrication. The strands were 6/10 inch ( 1.5 cm ) low relaxation strands and the concrete had a design compressive strength of 8 ksi (55.2 MPa) at release and 9.5 ksi (66.5 MPa) at 28 days. The bridge was monitored for two years, from transfer of the prestressing force through service. Several topics that are studied in this project: prestress losses, camber, shear and moment girder distribution factors, impact factor, insitu material properties and serviceability under traffic loads. The results from sensor measurements were compared to the values predicted by the AASTHO codes and other design codes or empirical equations, to check the accuracy of these codes when applied to HPC girder bridges. The project was funded by the FHWA and New Mexico DOT under the FHWA Innovative Bridge Research and Construction Program. KW - Curvature KW - Deformation KW - Girder bridges KW - High performance concrete KW - Interstate 25 KW - Las Cruces (New Mexico) KW - Monitoring KW - Optical fibers KW - Prestressed concrete bridges KW - Sensors KW - Serviceability UR - http://dot.state.nm.us/content/dam/nmdot/Research/nm05STR03DonaAnABridge2009.pdf UR - https://trid.trb.org/view/1117075 ER - TY - RPRT AN - 01342262 AU - Ramseyer, Chris C AU - Myers, Daniel S AU - University of Oklahoma, Norman AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Creation of an ODOT Specification for Patching or Overlay of Bridge Decks PY - 2009/03//Final Report SP - 200p AB - Bridge deck cracking is a huge problem in the United States, and various agencies have sponsored research endeavoring to determine the underlying problems. A number of causes have been identified, including thermal movement, plastic shrinkage, and early age settlement, as well as a number of other issues. Polymer fibers are a possible solution to many of the causes of bridge deck cracking: they have been shown to help early age properties like shrinkage and movement, and as a bonus, fibers improve post-cracking behavior. More understanding of the benefits and uses of polymer fibers in concrete is needed. This study researched the properties of four polymer fibers; two of the fibers were macrofibers, and two were microfibers. Each fiber was tested at several dosage rates to identify optimum dosage levels. Early age shrinkage, long term shrinkage, compressive strength, and tensile strength were investigated. Macrofibers and microfibers were found to have different impacts on concrete behavior, with different optimal dosage rates. Microfibers greatly dried out the concrete mixture, hindering workability. However, the microfibers substantially reduced plastic shrinkage and improved concrete strength at early age. Macrofibers, while not hindering workability, did not provide benefits as great as the microfibers to the concrete strength. KW - Bridge decks KW - Compressive strength KW - Cracking KW - Fiber reinforced concrete KW - Macrofibers KW - Microfibers KW - Patching KW - Polymer concrete KW - Polymer fibers KW - Repairing KW - Shrinkage KW - Tensile strength UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/fhwa-ok08091.pdf UR - http://ntl.bts.gov/lib/42000/42200/42213/fhwa-ok08091.pdf UR - https://trid.trb.org/view/1104049 ER - TY - RPRT AN - 01337298 AU - Khattak, Mohammad Jamal AU - Baladi, Gilbert Y AU - Sun, Xiaoduan AU - University of Louisiana, Lafayette AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Development of Index Based Pavement Performance Models for Pavement Management System (PMS) of LADOTD PY - 2009/03//Final Report SP - 168p AB - This report focuses on pavement performance and treatment models for Louisiana Department of Transportation and Development (LADOTD) and is in continuation of Louisiana Transportation Research Center (LTRC) Report No. 430 “Development of Uniform Sections for Pavement Inventory.” During the course of the study, a comprehensive evaluation and analysis of the pavement performance prediction and treatment models were conducted using LADOTD pavement distress data and historical information. Statistical analyses were used to generate models for pavement condition prediction and treatment performance evaluation based on the “surface age” or the “age” of pavements. These prediction models were developed for each distress type for four pavement types and four highway system classifications. The developed models provided good predictions and helped determine the remaining service life and pavement network health evaluation. Further research study is required to conduct comprehensive analyses of pavement treatment selection models based on LADOTD distress data and a scheme for the selection of the most cost-effective pavement treatment/preservation action based on the treatment performances and causes of distress. It is believed that findings of this study will enhance LADOTD’s capabilities in predicting pavement performance and monitoring pavement network condition in a most efficient and cost-effective manner. KW - Louisiana KW - Monitoring KW - Pavement conditions KW - Pavement distress KW - Pavement management systems KW - Pavement performance KW - Service life KW - Surface treatment (Pavements) UR - http://www.ltrc.lsu.edu/pdf/2010/fr_460.pdf UR - http://ntl.bts.gov/lib/37000/37800/37860/fr_460.pdf UR - https://trid.trb.org/view/1097882 ER - TY - RPRT AN - 01158411 AU - Coleman, Sean AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Open-Source as an Alternative to Commercial Software PY - 2009/03//Final Report SP - 138p AB - In recent years, open-source software has demonstrated rapid growth in popularity with the proliferation of alternatives to commercial applications. This study investigates the feasibility of the Arizona Department of Transportation (ADOT) using open-source software by determining overall benefits, candidate applications, and potential cost savings. First, the concept of open-source is introduced through a literature review giving the history and analysis of the hacker culture that lies at its core, as well as noting common misconceptions regarding open-source. Additionally, the economic and intrinsic motivation of open-source developers is investigated, along with key development methodologies such as crowd sourcing and transparent peer review. In order to investigate the current landscapes of open-source and commercial software among state transportation agencies, a survey was conducted of several other departments of transportation. Data from the 26 respondents showed that these agencies favored commercial software during the procurement process, despite the rapid adoption of open-source software in the consumer market. Regarding Microsoft Office 2007 and Windows Vista deployments, the consensus was that upgrading is a possibility, but no specific plans have been made. Based on these findings, OpenOffice.org was identified as a strong open-source candidate application comparable to Microsoft Office. In order to further investigate this claim, a pilot test called the OpenOffice Challenge was developed to compare the usability of OpenOffice.org and Office 2007. Results showed that participants generally see OpenOffice.org as a closer alternative to Office 2003, currently the standard office suite at ADOT, than to Office 2007. This study concludes by analyzing current Microsoft licensing contracts and software cost at the department. A potential cost savings based on reduced licensing costs was found to be $410,000 with the implementation of OpenOffice.org. Additional recommendations are made to the Department regarding open-source procurement and accessibility as a government agency. KW - Applications KW - Arizona Department of Transportation KW - Benefits KW - Cost savings KW - Costs KW - Feasibility analysis KW - Literature reviews KW - Open source software KW - Pilot studies KW - Procurement KW - State departments of transportation KW - Surveys UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ583.pdf UR - https://trid.trb.org/view/919070 ER - TY - RPRT AN - 01155713 AU - McCullouch, Bob G AU - Sinha, Kumares C AU - Anastasopoulos, Panagiotis Ch AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Performance-Based Contracting for Roadway Maintenance Operations in Indiana PY - 2009/03//Final Report SP - 591p AB - The Indiana Department of Transportation (INDOT) initiated a study to investigate Performance Based Contracting (PBC) of maintenance operations. One of the main impetuses for the study is that INDOT started a ten-year road building program called Major Moves that will add over 1900 lane miles to the current network. With this addition and coupled with a trend of reduction in maintenance personnel, INDOT is planning how maintenance will be performed. One viable option is the use of PBC. This study has evaluated many aspects of PBC and the current INDOT maintenance program. Study specifics included: Investigated foreign agencies' PBC programs; Evaluated cost data; Interviewed and analyzed three state agencies that use PBC - Virginia, Florida, and North Carolina - and studied several other states, including South Carolina, Oklahoma, Massachusetts, and Texas; Evaluated contracting options and the Indiana contracting community; Investigated and defined the activities that are better performed In-House, and those that, potentially, could be privatized; Defined the requirements for creating, contracting, monitoring, and managing a PBC system at INDOT; Developed an understanding and a plan for INDOT maintenance that includes the added capacity from Major Moves over the next 10 years; Analyzed, defined, and described risk factors (e.g. contractor protection from 3rd party lawsuits); Developed guidelines for INDOT that objectively state the facts learned from analyzing PBC; Described maintenance options that could include PBC, expanding subcontracts, and INDOT maintenance forces; Described how other state agencies calculate overhead costs and apply to maintenance costs; and Described Level of Service (LOS) programs developed and used by other state agencies. PBC is being used extensively in some states, while other states have tried and backed away for various reasons which are explained in the report. Due to higher costs experienced with PBC and the fact that long term contracts lock in prices leaving agencies with no flexibility to reduce during economic downturns, the report is not recommending PBC to INDOT. What is recommended is that INDOT should: establish a LOS program; develop and test snow and ice removal subcontracts; and further develop a hybrid maintenance program where private contracts are used to supplement INDOT maintenance force. KW - Cost effectiveness KW - Evaluation and assessment KW - Highway maintenance KW - Indiana KW - Level of service KW - Performance based maintenance contracting KW - Privatization KW - Risk analysis KW - Snow and ice control UR - http://docs.lib.purdue.edu/jtrp/314/ UR - https://trid.trb.org/view/916332 ER - TY - RPRT AN - 01150614 AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Dynamic Message Sign Message Design and Display Manual Training, One-Day 'Core' Course. Participant Notebook PY - 2009/03 SP - 362p AB - The report consists of a participant notebook from the course, 'Dynamic Message Sign Message Design and Display Manual Training." KW - Audiovisual aids KW - Education and training KW - Manuals KW - Traffic control devices KW - Traffic signs KW - Training programs KW - Variable message signs UR - http://ntl.bts.gov/lib/31000/31300/31307/5-4023-01-P2.pdf UR - https://trid.trb.org/view/912913 ER - TY - RPRT AN - 01150519 AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Dynamic Message Sign Message Design and Display Manual Training, Two-Day Course. Participant Notebook PY - 2009/03 SP - 111p AB - The report consists of a participant notebook from the course, 'Dynamic Message Sign Message Design and Display Manual Training.' KW - Audiovisual aids KW - Education and training KW - Manuals KW - Traffic control devices KW - Traffic signs KW - Training programs KW - Variable message signs UR - http://ntl.bts.gov/lib/31000/31300/31306/5-4023-01-P1.pdf UR - https://trid.trb.org/view/912914 ER - TY - RPRT AN - 01143782 AU - Okeil, Ayman M AU - Bingol, Yilmaz AU - Ferdous, M Rubiat AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - A Novel Technique For Stiffening Steel Structures PY - 2009/03//Final Report SP - 78p AB - The use of composite materials for strengthening the ailing infrastructure has been steadily gaining acceptance and market share. One can state that this strengthening technique has become main stream in some applications such as in strengthening of concrete structures. The same cannot be said about steel structures since research on composite strengthening is relatively new. Several challenges face strengthening steel structures using composite materials such as the need for high modulus composites to improve the effectiveness of the strengthening system. In this study, the research team explores a new approach for strengthening steel structures by introducing additional stiffness to buckling prone regions in thin-walled steel structures. The proposed technique relies on improving the out-of-plane stiffness of buckling prone members by bonding pultruded fiber reinforced polymers (FRP) sections as opposed to the commonly used strengthening approach that relies on in-plane FRP contribution. This report presents the results from an experimental investigation where axial tension and beam specimens were tested to explore the feasibility of the proposed technique. Based on the results, one can conclude that this strengthening technique has great potential for altering failure modes by delaying the undesirable instability (buckling) failure mode. Preliminary analyses were also conducted and are presented in the report. Recommendations for future research efforts are made to expand the knowledge base about this yet unexplored strengthening technique. KW - Buckling KW - Fiber reinforced plastics KW - Out-of-plane KW - Pultruded composites KW - Steel structures KW - Stiffness KW - Strengthening (Maintenance) UR - http://www.ltrc.lsu.edu/pdf/2009/fr_441.pdf UR - https://trid.trb.org/view/904207 ER - TY - RPRT AN - 01143749 AU - Tayabji, Shiraz AU - Van Dam, Tom AU - Smith, Kurt AU - Fugro Consultants, Incorporated AU - Federal Highway Administration TI - Advanced Concrete Pavement Technology (ACPT) Program: A Status Report on Available Products PY - 2009/03 SP - 48p AB - The Advanced Concrete Pavement Technology (ACPT) Program is an integrated, national effort to improve the long-term performance and cost-effectiveness of the Nation’s concrete highways. Managed by the Federal Highway Administration through partnerships with State highway agencies, industry, and academia, the goals of the ACPT Program are to reduce congestion, improve safety, lower costs, improve performance, and foster innovation. The ACPT Program was developed to identify, refine, and deliver for implementation the available technologies from all sources that can enhance the design, construction, repair, and rehabilitation of the Nation’s concrete highways. This report documents the availability of advanced concrete pavement technology products that show a high potential for improving the performance of concrete pavements through improved design, material selection, construction practices, testing procedures, and repair and rehabilitation techniques. These technologies also include concrete overlays for rehabilitation of existing concrete and asphalt pavements. The ACPT products for technology transfer, as documented in this report, are the result of research and development projects with various sponsors, both domestic and international. KW - Advanced Concrete Pavement Technology Program KW - Concrete KW - Concrete overlays KW - Concrete pavements KW - Construction management KW - Materials selection KW - Pavement design KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Repairing KW - Test procedures UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/if09005/if09005.pdf UR - https://trid.trb.org/view/904104 ER - TY - RPRT AN - 01142392 AU - Kwon, Gunup AU - Engelhardt, Michael D AU - Klingner, Richard E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Implementation Project: Strengthening of a Bridge near Hondo, Texas using Post-Installed Shear Connectors PY - 2009/03//Technical Report SP - 122p AB - This project was an implementation of research conducted under Texas Department of Transportation (TxDOT) Research Project 0-4124 on the use of post-installed shear connectors to develop composite action in existing non-composite steel bridge girder systems. In this implementation study, an existing non-composite bridge in the San Antonio District was retrofitted with three types of post-installed shear connectors to increase the load-carrying capacity of the bridge girders. The bridge is located near the town of Hondo, Texas, and is referred to herein as the Hondo Bridge. A detailed design for strengthening the Hondo Bridge was undertaken in this study. Potential design and construction difficulties were identified and solutions to these difficulties were suggested. The bridge consists of three identical simple spans and each span was retrofitted with a different type of post-installed shear connector. A load rating was conducted for the Hondo Bridge prior to retrofit, showing an HS10.6 inventory level rating and an HS17.6 operating level rating. With the addition of the post-installed shear connectors, the load rating for the bridge increased to HS17.4 inventory level and HS29.1 operating level. Thus, both the inventory level and operating level load ratings increased 65% as a result of the installation of post-installed shear connectors. Field live load tests were conducted to verify the development of composite action in the bridge girders after installation of the post-installed shear connectors. Installation of the shear connectors in the Hondo bridge proved more difficult than anticipated. Construction difficulties and possible solutions are discussed in the report. KW - Bearing capacity KW - Bridge design KW - Composite action KW - Construction management KW - Girders KW - Hondo (Texas) KW - Implementation KW - Load factor KW - Load rating (Bridges) KW - Load tests KW - Retrofitting KW - Shear connectors KW - Strengthening (Maintenance) UR - http://www.utexas.edu/research/ctr/pdf_reports/5_4124_01_1.pdf UR - http://ntl.bts.gov/lib/31000/31200/31210/5_4124_01_1.pdf UR - https://trid.trb.org/view/902776 ER - TY - SER AN - 01142082 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Long, James H AU - Hendrix, Joshua AU - Baratta, Alma AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation/Modification of IDOT Foundation Piling Design and Construction Policy PY - 2009/03 IS - 09-037 SP - 213p AB - The Illinois Department of Transportation (IDOT) estimates pile lengths based on a static analysis method; however, the final length of the pile is determined with a dynamic formula based on the pile driving resistance exhibited in the field. Because different methods are used for estimating and for acceptance, there is usually a lack of agreement between the estimated length and the driven length of pile. The objective of this study is to assess the ability of the methods currently used by IDOT, to assess other methods for estimating pile capacity, to improve the methods if possible, and to determine resistance factors appropriate for the methods. This study reports pile load test data along with pile driving information and subsurface information, and uses this information to investigate and quantify the accuracy and precision with which five different static methods and five different dynamic formulae predict capacity. These static methods are the IDOT Static method, the Kinematic IDOT (K-IDOT) method, the Imperial College Pile (ICP) method, Olson’s method and Driven. The dynamic formulae are the EN-IDOT formula, the FHWA-Gates Formula, the Washington State Department of Transportation (WSDOT) formula, the FHWA-UI formula, and WEAP. Three databases were assembled and used to quantify the ability of these methods to predict capacity. Results suggest that the three dynamic formulae: WS-DOT, the FHWA-Gates, and the UI-Gates provide similar accuracy. However, the WS-DOT formula is simple to implement and predicts capacity most consistently for the databases reviewed in this study. A value of 0.55 is recommended for the resistance factor for redundant piling. KW - Bearing capacity KW - Construction KW - Design KW - Load and resistance factor design KW - Pile driving KW - Pile foundations UR - http://ntl.bts.gov/lib/31000/31000/31025/ICT-09-037.pdf UR - https://trid.trb.org/view/902079 ER - TY - SER AN - 01142035 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Medina, Juan C AU - Benekohal, Rahim F AU - Chitturi, Madhav V AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Video Detection Systems, Volume 4 - Effects of Adverse Weather Conditions in the Performance of Video Detection Systems PY - 2009/03 IS - 09-039 SP - 65p AB - The performance of three video detection systems (VDS): Iteris, Autoscope, and Peek, was evaluated using a side-by-side installation at a signalized intersection under various adverse weather conditions including rain and snow in both day and nighttime, and light fog and dense fog in daytime. Four types of detection errors (false, missed, stuck-on, and dropped calls) were quantified at stop bar and advance detection zones, and all errors were visually verified using video images from the intersection. Results indicate that VDS performance was not greatly impacted under daytime light fog or rain conditions without wind, but significant changes were observed under dense fog and snow in daytime, and snow and rain in nighttime. During dense fog conditions Iteris and Autoscope changed their operating mode and placed constant calls due to image contrast loss, with potential for significant effects on traffic operation, while Peek significantly increased its missed calls. Snow in daytime and nighttime greatly increased false calls for the three systems (more than 50% of the VDS calls were false), but it had limited effects on missed, stuck-on, and dropped calls. False calls during rainy conditions without wind also increased, during both daytime (around 10%) and nighttime (between 10% and 50%), mostly due to the reflection of headlights of vehicles in the adjacent lanes. Detailed performance of the three VDS in each of the three stop bars and the three advance zones, as well as potential causes and effects of the most prominent error types are presented. KW - Daylight KW - Fog KW - Intersections KW - Night KW - Performance KW - Rain KW - Snow KW - Video imaging detectors KW - Weather conditions UR - http://ntl.bts.gov/lib/31000/31000/31027/ICT-09-039.pdf UR - https://trid.trb.org/view/902084 ER - TY - RPRT AN - 01140443 AU - Morgan, Curtis A AU - Sperry, Benjamin R AU - Warner, Jeffery E AU - Borowiec, Jeffrey D AU - Higgins, Laura L AU - Protopapas, Annie A AU - Carlson, Todd B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Preliminary Concept for Statewide Intercity Bus and Rail Transit System: Priority Corridor Ranking and Analysis PY - 2009/03//Product SP - 34p AB - This product summarizes the preliminary concept and priority corridors for development of a potential statewide intercity bus and rail network. The concept is based upon the results of Tasks 1 through 5 of Texas Department of Transportation Project 0-5930, “Potential Development of an Intercity Passenger Transit System in Texas.” Rather than focus on any regional commuter or light rail systems within or radiating from individual urban areas, this concept looks at longer intercity corridors to determine where the state of Texas could most appropriately invest its resources to connect different regions of the state to create an interregional, statewide transit system. The underlying analysis is based upon several factors related to: current and future population and demographic projections along 18 intercity corridors in the state; projected future demand based upon forecasts by the Texas State Demographer and other state agencies; and current network capacity and routes for intercity highway, bus, air, and rail travel. This concept plan will be further explored in the remaining months of the project to determine potential costs and benefits of implementing the concept plan or individual components. KW - Bus transportation KW - Demographics KW - Highway capacity KW - Intercity passenger rail KW - Intercity transportation KW - Intercity travel KW - Network capacity KW - Population KW - Railroad capacity KW - Routes and routing KW - Transportation corridors KW - Transportation planning KW - Travel demand UR - http://tti.tamu.edu/documents/0-5930-P1.pdf UR - http://ntl.bts.gov/lib/31000/31100/31123/0-5930-P1.pdf UR - https://trid.trb.org/view/900765 ER - TY - RPRT AN - 01139230 AU - Agent, Kenneth R AU - Pigman, Jerry G AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Evaluation of the Work Zone Safety and Mobility Rule PY - 2009/03//Final Report SP - 45p AB - The Work Zone Safety and Mobility Rule (Rule) was published in the Federal Register in September 2004 indicating that all state and local governments receiving Federal-aid funding were required to comply with provisions of the Rule no later than October 2007. Kentucky received an extension to October 2008. The objectives of this study were to review the requirements of the Work Zone Safety and Mobility Rule and provide recommendations for implementation of the Rule to ensure a consistent approach for designing and managing the impacts of work zones. This report documents results from: a) a review of literature and Kentucky’s policy, b) an analysis of work zone crashes in Kentucky, and c) an evaluation of the safety and training aspects of the Rule. The emphasis was on the safety aspect of the Rule. The requirements of this Rule relating to work zone safety were reviewed along with the related procedures adopted by other states. Crash data occurring in work zones in Kentucky for the past several years were summarized. A description of the training developed to meet the requirements of the Rule is described. Recommendations were made to implement the safety aspects of the Kentucky Transportation Cabinet "Policy and Procedures for the Safety and Mobility of Traffic through Work Zones." These include the duties of the District Work Zone Safety Coordinator (DWZSC) and the Statewide Work Zone Review Committee (SWZRC). To assist in the documentation of crashes occurring in a work zone, a form was developed to summarize information from each crash. KW - Kentucky KW - Mobility KW - Traffic crashes KW - Training KW - Work zone safety KW - Work Zone Safety and Mobility Rule UR - http://www.ktc.uky.edu/files/2012/06/KTC_09_10_SPR_361_07_1F.pdf UR - https://trid.trb.org/view/899074 ER - TY - RPRT AN - 01134853 AU - Federal Highway Administration TI - US-212 reconstruction, Rockvale to Laurel, Carbon and Yellowstone counties : environmental impact statement PY - 2009/03//Volumes held: Draft, F KW - Environmental impact statements KW - Montana UR - https://trid.trb.org/view/895603 ER - TY - RPRT AN - 01134828 AU - Federal Highway Administration TI - Blue Water Bridge Plaza study, St. Clair County : environmental impact statement PY - 2009/03//Volumes held: Draft, Dapp (fol), F KW - Environmental impact statements KW - Michigan UR - https://trid.trb.org/view/895588 ER - TY - RPRT AN - 01133892 AU - Hardy, Matthew AU - Wunderlich, Karl E AU - Noblis AU - Federal Highway Administration TI - Traffic Analysis Toolbox Volume IX: Work Zone Modeling and Simulation—A Guide for Analysts PY - 2009/03 SP - 144p AB - This document is the second volume in the FHWA Traffic Analysis Toolbox: Work Zone Analysis series. Whereas the first volume provides guidance to decision-makers at agencies and jurisdictions considering the role of analytical tools in work zone planning and management, this volume provides specific guidance to the analyst, researcher, or manager in charge of conducting a specific work zone analysis project or who has been charged with developing an overall work zone modeling program or approach. This volume includes numerous case study examples, discussion and analysis designed to provide the prospective work zone analyst with information pertaining to the selection of a transportation modeling approach (including the identification of opportunities for use, managing technical risk and examples) as well as specific project applications (including constructability, scheduling and transportation management plan design and evaluation). This document serves as Volume IX in the FHWA Traffic Analysis Toolbox. KW - Case studies KW - Traffic analysis tools KW - Traffic models KW - Traffic simulation KW - Work zone traffic control UR - http://www.ops.fhwa.dot.gov/wz/traffic_analysis/tatv9_wz/tatvol_9.pdf UR - https://trid.trb.org/view/894541 ER - TY - JOUR AN - 01133801 JO - Public Roads PB - Federal Highway Administration AU - Struve, Brooke AU - Breen, Tim TI - Designing Excellence PY - 2009/03 VL - 72 IS - 5 SP - pp 36-44 AB - Through the biennial Excellence in Highway Design competition, the Federal Highway Administration (FHWA) recognizes public and private organizations for using sound decision making to overcome challenges and deploying exemplary design processes and practices on highway improvement projects. This year's winning projects are described in this article. They represent the best of the best in planning, design, and construction of highway improvements. Projects were chosen in 11 categories: urban highways: freeways or expressways; urban highways: surface streets; rural highways: freeways; rural highways: highways; structures costing $10 million or more; structures costing less than $10 million; intermodal transportation facilities; traveler services; congestion mitigation: bottleneck reduction; project management; and program or project development process. The winners of the Excellence in Highway Design awards demonstrate the commitment of dedicated transportation professionals and civic representatives to creating an effective and efficient highway transportation network that enhances their communities and the natural environment. The creativity and innovations highlighted in these projects represent stepping stones from which future efforts can grow and evolve in the continuing pursuit of excellence. FHWA will announce the next opportunity to submit nominations for the awards in 2010. The competition will be open to highway projects in the United States that have been completed since the previous award cycle. KW - Awards KW - Best practices KW - Bottlenecks KW - Congestion management systems KW - Intermodal facilities KW - Programming (Planning) KW - Project management KW - Rural highways KW - Structures KW - Traveler information and communication systems KW - U.S. Federal Highway Administration KW - Urban highways UR - http://www.fhwa.dot.gov/publications/publicroads/09mar/06.cfm UR - https://trid.trb.org/view/891794 ER - TY - JOUR AN - 01133790 JO - Public Roads PB - Federal Highway Administration AU - Barnet, Barbara L AU - Russell, Monica E TI - Maximizing Transportation Investments: Collaborative Fraud Prevention And Outreach PY - 2009/03 VL - 72 IS - 5 SP - pp 16-21 AB - During the past 5 years, special agents from the U.S. Department of Transportation's (USDOT) Office of Inspector General (OIG) have spent approximately 40% of their time investigating allegations related to contract and grant fraud involving highway, transit, and airport infrastructure projects and activities. These efforts have resulted in 278 indictments, 235 convictions, 191 years of jail time for offenders, and more than $737 million in fines, restitution/civil judgments, and recoveries. To help prevent fraud on transportation contracts, the USDOT OIG and the American Association of State Highway and Transportation Officials initiated a partnership in 2000 to host the Biennial National Fraud Awareness Conference on Transportation Infrastructure Programs and create opportunities to educate transportation professionals about fraud. The conference highlights ways of detecting and preventing fraud and offers numerous general and breakout informational sessions of interest to transportation oversight providers at all levels of government, as well as industry. The most recent conference was held in the summer of 2008 in Chicago, IL. Speakers from Federal, State, and local governments and private industry organizations provide the presentations and panel discussions. The program includes information about fraud schemes that adversely affect transportation programs and activities, as well as case studies of criminal and civil fraud investigations. The presentations focus on sharpening awareness of fraud schemes; sharing best practices in investigation, auditing, and oversight; and strengthening working relationships, with an emphasis on the importance of protecting the Nation's transportation investment. The earlier conferences primarily highlighted fraud in highway programs. More recently, however, the conference has evolved to address other modes of transportation as well, including transit and aviation. This conference provides a unique opportunity to strengthen transportation infrastructure programs against fraud with firsthand accounts of matters that can adversely impact transportation projects. KW - American Association of State Highway and Transportation Officials KW - Awareness KW - Best practices KW - Conferences KW - Contract administration KW - Cooperation KW - Education KW - Fraud KW - Grant aid KW - Infrastructure KW - U.S. Department of Transportation UR - http://www.fhwa.dot.gov/publications/publicroads/09mar/03.cfm UR - https://trid.trb.org/view/891791 ER - TY - JOUR AN - 01133778 JO - Public Roads PB - Federal Highway Administration AU - DeCorla-Souza, Patrick TI - Congestion Pricing With Lane Reconfigurations To Add Highway Capacity PY - 2009/03 VL - 72 IS - 5 SP - pp 22-29 AB - If pricing is to become a more widely used tool to reduce congestion or provide reliable travel times in major metropolitan areas, new approaches to implementation must be developed. One potential solution involves the creation of networks of free-flowing express lanes by (1) using active traffic management (AcTM) strategies to dynamically manage freeways with flexible use of shoulders as travel lanes, and (2) restriping of existing pavement into narrower lanes in order to accommodate a new lane within the existing facility footprint. During periods of heavy traffic, drivers could use the right shoulder lanes as travel lanes, and agencies would oversee them with AcTM. The agencies then could convert the far left lane to a premium-service express toll lane providing free service only for buses and registered vanpools, and charging a variable toll to all other vehicles. The premium-service toll lane is termed a flexible and efficient express (FEE) lane. The term denotes the flexible enhancement of capacity during rush hours, efficient flow of traffic in the lane, and speedier express travel. This approach avoids the need to take away an existing lane to create the new priced lane. Revenue from the new priced lane could be used to pay for construction of the toll infrastructure, other physical improvements, and the systems needed to actively manage the facility, as well as ongoing operation and maintenance. Significant hurdles need to be cleared with respect to public acceptance and safety. Therefore, this concept is not ready for immediate application. KW - Advanced traffic management systems KW - Congestion pricing KW - Express lanes KW - Highway capacity KW - Managed lanes KW - Road shoulders KW - Toll lanes KW - Variable tolls UR - http://www.fhwa.dot.gov/publications/publicroads/09mar/04.cfm UR - https://trid.trb.org/view/891792 ER - TY - JOUR AN - 01133774 JO - Public Roads PB - Federal Highway Administration AU - Haifley, John AU - Hawkinson, Ben AU - Price, Jeff TI - Revisiting the TEA-21 Reauthorization: Extensions And Delays PY - 2009/03 VL - 72 IS - 5 SP - pp 2-7 AB - On September 30, 2003, the Transportation Equity Act for the 21st Century (TEA-21), the authorizing legislation for the surface transportation system, was set to expire. With no reauthorization bill in sight and to avoid a shutdown of the Federal surface transportation program, the U.S. Congress approved legislation to extend funding for 5 months and President George W. Bush signed the extension. The legislation extended provisions under TEA-21 and continued authorizations at fiscal year 2003 levels. This would be the first of 12 extensions over a period of 680 days before the executive and legislative branches could agree on the next reauthorization bill. The intermittent extensions of TEA-21 disrupted the flow of Federal funding for transportation projects for 2 years. Only the signing of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users in August 2005 stabilized that funding. This article examines the causes and impacts of the extensions. On the most fundamental level, Congress extended the surface transportation program for almost 2 years because congressional members could not agree on the provisions of a new multiyear reauthorization. The major issues that caused delay included the level of spending, sources of funding, and overall program costs. The options for raising revenue also proved contentious. The extension acts avoided the detrimental effects of a complete shutdown of the Federal surface transportation program. However, the numerous extensions had wide-ranging effects on State partners and their ability to deliver ongoing and new transportation projects on time. The impacts included funding uncertainty; delay and reduction in construction activity; difficulty in planning long-term, more expensive projects; reduction in highway spending causing ripple effects throughout the broader local, State, and regional economies; erosion of purchasing power; damage to public expectations of government stewardship of transportation system; and safety concerns. KW - Federal government KW - Government funding KW - Legislation KW - Policy making KW - Political factors KW - Transportation Equity Act for the 21st Century KW - Transportation planning KW - Transportation policy UR - http://www.fhwa.dot.gov/publications/publicroads/09mar/01.cfm UR - https://trid.trb.org/view/891789 ER - TY - JOUR AN - 01133764 JO - Public Roads PB - Federal Highway Administration AU - Armstrong, Amit AU - Armstrong, H Gabriella AU - Smith, Kenna J TI - Building Lightly On the Land PY - 2009/03 VL - 72 IS - 5 SP - pp 8-15 AB - Building roads in rugged and challenging terrain is the forte of the planners, designers, and engineers of the Federal Highway Administration's (FHWA) Federal Lands Highway Program (FLHP). This article provides an overview of the FLHP and highlights 7 of its recent projects. The program has a mission to build and maintain the transportation infrastructure that provides safe access to the Nation's natural wonders. Not only does it design roads for difficult terrain, it meets current safety and aesthetic standards while doing so. For 25 years, the FLHP has essentially served as a consulting engineering firm to Federal land management agencies. Although FHWA has managed the FLHP since the program's inception 25 years ago, FHWA's partnerships with other federal, state and local agencies have been key to the program's success. Just as each project often involves multiple partners, each also has its own personality. Understanding that character, respecting it, and then building a road in an environmentally sustainable way defines the work of the FLHP and its partners. The projects highlighted include: an island road in Alaska to connect Metlakatla, the only federally recognized Indian reservation in Alaska, to the ferry terminal on the northern tip of the island; an ongoing Hoover Dam Bypass project, which will build an improved highway around the Hoover Dam and a new Colorado River crossing; a major improvement project for Saddle Road, the most direct cross-island route for public and commercial traffic between eastern and western Hawaii; and completion of Natchez Trace Parkway in Mississippi. Other projects highlighted in this article include: paving and widening the entrance road and visitor parking area to the Brazoria National Wildlife Refuge in Texas; a monumental rehabilitation project to modernize the Going-to-the-Sun Road in Montana's Glacier National Park; and rehabilitation of the mountainous Beartooth Highway in Montana and Wyoming. KW - Alaska KW - Case studies KW - Federal government agencies KW - Federal Lands Highway Program KW - Hawaii KW - Highway engineering KW - Highway planning KW - Mississippi KW - Montana KW - Nevada KW - Partnerships KW - Public land KW - Public roads KW - Rehabilitation (Maintenance) KW - Road construction KW - Texas KW - Wyoming UR - http://www.fhwa.dot.gov/publications/publicroads/09mar/02.cfm UR - https://trid.trb.org/view/891790 ER - TY - JOUR AN - 01133754 JO - Public Roads PB - Federal Highway Administration AU - Satterfield, Cathy AU - McGee, Hugh W AU - Hanscom, Fred R TI - Low-Cost Safety Improvements For Horizontal Curves PY - 2009/03 VL - 72 IS - 5 SP - pp 30-35 AB - In a typical year, more than one-quarter of all fatal highway crashes in the United States occur on curves. The vast majority of these horizontal curve crashes are roadway departures. Most of the fatalities attributed to roadway departures and crashes at horizontal curves occur on rural roads. These roads tend to have unforgiving roadsides and shoulders and motorists are likely to travel on them at higher speeds than the roads are designed to accommodate safely. The magnitude of the rural two-lane highway system and relatively low traffic volumes make significant expenditures for improvements unlikely and pose safety challenges to the agencies that repair and maintain them. To help local agencies improve safety at horizontal curves, the Federal Highway Administration has developed a new publication, "Low-Cost Treatments for Horizontal Curve Safety," which highlights proven, cost-effective treatments that help reduce run-off-road and roadway departure crashes on rural roads. For each of the treatments or features presented in the publication, the guide provides a description, guidance on application, design elements or materials to use, notes on effectiveness and cost, and references and contacts for more information. This article highlights some of the treatments showcased in the guide. In addition to basic treatments commonly found on the Nation's roadways, enhancements to signs and pavement markings can help drivers see them sooner and have more time to react. Barrier delineation, roadside object delineation, dynamic curve warning systems, speed advisory markings in lane, and rumble strips can also be effective countermeasures. There also are a variety of low-cost physical changes that can improve roadway departure safety, including skid-resistant pavement surfaces, eliminating edge drop-off, widening shoulders on curves, and paving existing shoulders on curves. Experimental and maintenance treatments should also be considered. KW - Guidelines KW - Highway curves KW - Highway design KW - Highway factors in crashes KW - Highway maintenance KW - Highway safety KW - Rural highways KW - Traffic control devices KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/09mar/05.cfm UR - https://trid.trb.org/view/891793 ER - TY - RPRT AN - 01132438 AU - Gordon, Robert AU - Braud, Cade AU - Dunn Engineering Associates AU - Kittelson and Associates, Incorporated AU - Federal Highway Administration TI - Traffic Signal Operations and Maintenance Staffing Guidelines PY - 2009/03//Final Report SP - 84p AB - This report provides a guideline to estimate the staffing and resource needs required to effectively operate and maintain traffic signal systems. The results of a survey performed under this project, as well as a review of the literature and other surveys indicated that agencies achieving a high level of signal system performance do so under a wide variety of conditions such as agency size, geography, system complexity and traffic conditions that do not adhere to the typical level of documented resource requirements. Accordingly, a set of performance-based criteria were developed to define requirements. The performance-based criteria are focused on establishing realistic and concise operations objectives and performance measures. KW - Literature reviews KW - Maintenance personnel KW - Operation and maintenance KW - Operations KW - Personnel KW - Personnel performance KW - Staffing levels KW - Surveys KW - Traffic control centers KW - Traffic signal control systems UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09006/fhwahop09006.pdf UR - https://trid.trb.org/view/892198 ER - TY - RPRT AN - 01131366 AU - Root, Richard E AU - Root Pavement Technology, Incorporated AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Investigation of the Use of Open-Graded Friction Courses in Wisconsin PY - 2009/03//Final Report SP - 30p AB - As Wisconsin is looking at increasing its usage of the perpetual pavement concept, Open Graded Friction Courses (OGFC) may provide another option for use as the renewable surface layer. OGFC has historically not been used in Wisconsin due to concerns about its performance in a climate with a large number of freeze-thaw cycles. Questions also exist about the cost/benefit of these mixtures. The primary objectives of this study were to determine if the OGFC mixture can be successfully and economically used in the Wisconsin climate (Part 1), to recommend application and process procedures, and to develop appropriate mixture design and construction specifications (Part 2). The completion of Part 2 of the project was predicated on the results of Part 1. While the use of OGFC mixtures in warm southern climates has been successful, this pavement has not proven to have the same successes in the northern freeze/thaw environment. None of the states or Canadian provinces with climates that duplicate Wisconsin's use OGFC mixtures. On a routine basis, it is recommended that Wisconsin should not currently build pavements with an OGFC surface with the following two exceptions: First, if the recommended accident study indicates a large number of wet weather accidents on Stone Matrix Asphalt (SMA) pavements without a corresponding number of winter accidents, then an OGFC surface should be considered with the understanding that extra efforts will have to be made to develop deicing and snow removal procedures and to train the local maintenance personnel in these procedures. If the accidents are occurring on a Hot Mix Asphalt (HMA) pavement surface, then a SMA mixture should be used to fix the problems. Second, if in the future OGFC pavements are routinely used by another northern state, and the winter maintenance and performance of the OGFC mixture are successfully dealt with, then Wisconsin should reconsider these recommendations. Part 2 of the research project was not completed because of the questionable benefits of the use of OGFC mixtures in northern climates. Several of the references used in this report present a good summary of the current best practices for the design and use of OGFC mixtures. KW - Freeze thaw durability KW - Friction course KW - Open graded aggregates KW - Wisconsin UR - http://minds.wisconsin.edu/bitstream/handle/1793/53403/07-01%2520Final%2520Report.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/07-01ogfc-f1.pdf UR - https://trid.trb.org/view/891677 ER -