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.