TY - RPRT AN - 01046072 AU - Quiroga, Cesar AU - Kranc, Stanley C AU - Ford, David AU - Kraus, Edgar AU - Taylor, Timothy AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - A Unit Cost and Construction Specification Framework for Utility Installations PY - 2007/03//Technical Report SP - 160p AB - The Utility Accommodation Rules (UAR) prescribe minimums relative to the accommodation, location, installation, adjustment, and maintenance of utility facilities on the state right of way (ROW). The UAR only cover basic requirements, which makes it necessary to rely on additional guidelines, specifications, and special provisions to handle situations that are not covered by the rules. Because of the lack of standard utility installation construction specifications at the Texas Department of Transportation (TxDOT), many different versions of special specifications and special provisions exist around the state. Closely related to the need to standardize construction specifications for utility installations is the need to standardize methodologies and procedures for the determination of utility relocation costs. In practice, utility companies use a variety of ways to submit utility relocation costs for reimbursement. This lack of standardization translates into difficulties such as how to verify the validity of the cost data submitted for reimbursement and how to adequately prepare for audits and other internal and external inquiries. This report summarizes the work completed to develop a prototype framework of construction specification requirements and corresponding unit cost work items for utility installations at TxDOT and recommendations on how to implement that framework in Texas. The report includes a review of utility relocation and reimbursement practices, describes a prototype unit cost structure framework, describes a prototype framework for water and sanitary sewer specifications, discusses utility installation special provisions, and summarizes conclusions and recommendations for implementation. KW - Construction KW - Costs KW - Public utilities KW - Reimbursement KW - Relocation (Facilities) KW - Right of way (Land) KW - Sanitary sewers KW - Sewers KW - Specifications KW - Standardization KW - Texas KW - Unit costs KW - Utility accommodation policy UR - http://tti.tamu.edu/documents/0-4998-1.pdf UR - https://trid.trb.org/view/806303 ER - TY - RPRT AN - 01045870 AU - Middleton, Dan AU - Parker, Ricky T AU - Longmire, Ryan AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Investigation of Vehicle Detector Performance and ATMS Interface PY - 2007/03//Technical Report SP - 144p AB - This research supplemented findings of previous research projects on the topic of vehicle detection. Because improvements in performance aspects and in functionality of non-intrusive vehicle detectors continue to occur at an ever increasing pace, there were reasons to continue testing of the most viable products and determine their interface potential with other components of the Texas Department of Transportation’s (TxDOT’s) existing system. Like previous vehicle detector research, this research tested the latest and most promising non-intrusive vehicle detector technologies. The ones included in this research were: video image vehicle detection systems (VIVDS), acoustic, magnetic, inductive loops, and microwave radar. Besides evaluating detectors, the research scope also included investigating an interface with TxDOT’s current Advanced Traffic Management System (ATMS) using contact closure inputs to current Local Control Units (LCUs) for collecting vehicle count, speed, and occupancy data. Findings of this research indicate that, of the detectors tested, the following technologies appear to be most promising for freeway applications based on cost, accuracy, and ease of setup: microwave radar and magnetometers. One of the VIVDS units tested was also accurate but its cost and ease of setup were inferior to the other two. Neither of the two technologies is affected by weather and they are capable of consistently achieving 95 percent count accuracy (or better) and can detect speeds to within 5 mph of true speeds. KW - Accuracy KW - Acoustic detectors KW - Advanced traffic management systems KW - Costs KW - Ease of use KW - Lane occupancy KW - Loop detectors KW - Magnetic detectors KW - Magnetometers KW - Microwave detectors KW - Performance KW - Radar KW - Speed detectors KW - Traffic counts KW - Traffic speed KW - Vehicle detectors KW - Video imaging detectors UR - https://trid.trb.org/view/805693 ER - TY - RPRT AN - 01053601 AU - Heckman, Max L AU - Michael Baker Jr., Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Erie Bayfront Intermodal Integrator Study PY - 2007/02/28/Final Report SP - 74p AB - The Bayfront area in Erie, PA is undergoing a renaissance from its previous port/industrial heritage into a mixed use neighborhood incorporating recreational, commercial, industrial, residential, and transportation uses. The transformation is causing congestion and potential for additional future congestion on the Bayfront Parkway. An extensive stakeholder interview process and research on public authority structure in other cities was undertaken. The results of the interviews and research led to development of an intermodal integration plan to more efficiently move people to and through the Bayfront and to create a more efficient structure for public authorities involved in providing transportation services. KW - Bayfront areas KW - Data collection KW - Districts and authorities KW - Erie (Pennsylvania) KW - Intermodal transportation KW - Interviewing KW - Stakeholders KW - Traffic congestion KW - Transportation services KW - Urban renewal UR - https://trid.trb.org/view/810960 ER - TY - ABST AN - 01464594 TI - Research for AASHTO Standing Committee on Highways. Task 231. Laboratory Testing of Proposed Roundabout Traffic Control Options AB - This study tested innovative roundabout traffic control device (TCD) options for inclusion in the 2008 MUTCD. The research plan has been approved and data collection has begun.
KW - Manual on Uniform Traffic Control Devices KW - Roundabouts KW - Traffic control KW - Traffic control devices KW - Traffic signals UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1246 UR - https://trid.trb.org/view/1232825 ER - TY - RPRT AN - 01118697 AU - Khosla, N Paul AU - Harikrishnan, K I AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Tensile Strength - A Design and Evaluation Tool for Superpave Mixtures PY - 2007/02/27/Final Report SP - 188p AB - Many factors contribute to the degradation of asphalt pavements. When high quality materials are used, distresses are typically due to traffic loading, resulting in rutting or fatigue cracking. The presence of water (or moisture) often results in premature failure of asphalt pavements in the form of isolated distress caused by debonding of the asphalt film from the aggregate surface or early rutting/fatigue cracking due to reduced mix strength. Moisture sensitivity has long been recognized as an important mix design consideration. The tensile strength is primarily a function of the binder properties. The amount of asphalt binder in a mixture and its stiffness influence the tensile strength. Tensile strength also depends on the absorption capacity of the aggregates used. At given asphalt content, the film thickness of asphalt on the surface of aggregates and particle-to-particle contact influences the adhesion or tensile strength of a mixture. Various studies have repeatedly proved that the tensile strength increases with decreasing air voids. The tensile strength of a mixture is strongly influenced by the consistency of the asphalt cement, which can influence rutting. Thus, tensile strength plays an important role as a design and evaluation tool for Superpave mixtures Moisture damage of asphalt pavements is a serious problem. The presence of moisture tends to reduce the stiffness of the asphalt mix as well as create the opportunity for stripping of the asphalt from the aggregate. This, in combination with repeated wheel loadings, can accelerate pavement deterioration. Strength loss is now evaluated by comparing indirect tensile strengths of an unconditioned control group to those of the conditioned samples. If the average retained strength of the conditioned group is less than eighty-five percent of the control group strength, the mix is determined to be moisture susceptible. This research study shows that total dependency and reliance on the TSR values only may be misleading in many cases. So, the individual values of tensile strength of conditioned and unconditioned specimens in conjunction with TSR values should be employed in assessing the effect of water damage on the performance of pavements. Present Research study reveals that a minimum tensile strength exists for a given ESAL range. The fatigue life of the mixtures decrease exponentially with decreasing tensile strength. This trend is justified by the loss in stiffness and thereby initiating cracks and stripping. So, there exists a minimum tensile strength for a given ESALs level that can be used as a surrogate criterion for fatigue life estimation. This research study also shows that the mixtures with lower tensile strength have higher rut depths. It can be observed that the rut depths of mixtures increase with decreasing tensile strength, which can be attributed to the fact that the aggregate structure is affected due to moisture damage and subsequent loss in tensile strengths of the mixtures. This project suggests that tensile strength can be used as a design tool in the Superpave mix design stage and a modified mix design procedure is proposed based on individual tensile strength. KW - Asphalt pavements KW - Dynamic modulus of elasticity KW - Mix design KW - Moisture damage KW - Pavement distress KW - Superpave KW - Tensile strength UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2005-14FinalReport.pdf UR - https://trid.trb.org/view/877790 ER - TY - RPRT AN - 01053600 AU - Bielenberg, Bob W AU - Faller, Ronald K AU - Rohde, John R AU - Reid, John D AU - Sicking, Dean L AU - Holloway, James C AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Development of Tie-Down and Transition Systems for Temporary Concrete Barrier on Asphalt Road Surfaces PY - 2007/02/23/Final Report SP - 152p AB - The objective of this research was to design a tie-down system for temporary concrete barriers for use on asphalt road surfaces, and then apply that tie-down system to the design of an approach transition from free-standing to rigid barriers. The tie-down and transition systems were to be evaluated according to the Test Level 3 (TL-3) safety performance criteria set forth in National Cooperative Highway Research Program (NCHRP) Report No. 350. For the asphalt tie-down system, three steel pins wee installed in holes on the front face of the barrier. The new tie-down design was crash tested according to NCHRP Report No. 350 test designation 3-11. The test was judged acceptable, barrier deflections were reduced, and all of the barriers in the system were safely restrained. The approach transition to rigid barrier was developed through strategic application of the previously designed asphalt tie-down. Computer simulation with LS-DYNA was used to locate the critical impact point for the full-scale crash test. The system was tested according to NCHRP Report No. 350 test designation 3-21. The results showed that the vehicle was safely redirected, and the test was judged acceptable. Recommendations regarding the application of both the tie-down and transition designs were given. KW - Asphalt pavements KW - Barriers (Roads) KW - Concrete KW - Highway safety KW - Impact tests KW - National Cooperative Highway Research Program KW - NCHRP Report 350 KW - Redirection (Impacting vehicle) KW - Steel KW - Tiedowns KW - Work zones UR - https://trid.trb.org/view/811453 ER - TY - ABST AN - 01464634 TI - Research for the AASHTO Standing Committee on the Environment. Task 28. Reevaluations of NEPA Documents AB - At times, delays in project development process force the project to wait years before proceeding to construction. All the while, the environmental studies that were conducted early have a shelf life and may need a refreshing prior to the project moving forward. Not only do the National Environmental Protection Agency (NEPA) documents have a shelf life, but so do the specific environmental studies to go into it. Every state conducts reevaluations of their NEPA documents and specific studies, but recently several states have had problems with the detail necessary, the processing of these reevaluations and knowing exactly what studies need refreshed, to what degree and how often. This task will develop a guide for NEPA professionals on when reevaluations are needed, to what degree of detail and how often they require to be produced. KW - Documents KW - Environmental engineering KW - Environmental impacts KW - Environmental policy KW - Evaluation and assessment KW - Project delays UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1300 UR - https://trid.trb.org/view/1232866 ER - TY - ABST AN - 01462926 TI - Communicating the Value of Research AB - The objective of this project is to develop a guide for successfully communicating the value of transportation research projects and programs. The material in the guide should be based on the results of communications research and best practices. KW - Demonstration projects KW - Investments KW - National Cooperative Highway Research Program KW - Policy, legislation and regulation KW - Public participation KW - Research KW - Research projects KW - Transportation planning KW - Value engineering UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=664 UR - https://trid.trb.org/view/1231151 ER - TY - ABST AN - 01460598 TI - Research for AASHTO Standing Committee on Highways. Task 195. Development and Performance of Web Based Joint Salary Survey AB - This task will help to set up a process that would electronically survey states for salary and wage statistics on an annual basis. The study is on hold pending further input from the Subcommittee on Maintenance. KW - Development KW - National Cooperative Highway Research Program KW - Performance KW - Research projects KW - Salaries KW - States KW - Surveys KW - Websites (Information retrieval) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1212 UR - https://trid.trb.org/view/1228815 ER - TY - RPRT AN - 01361141 AU - Earls, C J AU - Stull, C J AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Safety Assessment of Steel Bridges Damaged by Truck Strikes PY - 2007/02/22/Task F - Final Report SP - 26p AB - Slab-on-steel stringer bridge systems are a staple in the United States surface transportation system. Unfortunately, it is somewhat common to have a scenario wherein an over-height truck encounters a particularly low bridge; subsequently leading to a truck strike to the overhead steel superstructure. Given the mass of typical trucks, coupled with the high velocity associated with interstate travel, relatively large amounts of kinetic energy can be transmitted to the overhead bridge during such a truck strike event. Typically, the slab-on-steel stringer bridge will dissipate this energy through the development of plastic deformations in the steel stringers (leading to twisted and / or dented flanges as well as out-of plumb girder webs); plastic buckling of cross-frame and diaphragm members; unwanted relative motions at the bearings leading to misalignments between the superstructure and the underlying substructure; and in the case of composite slab to steel stringer systems, damage to the composite action occurring at the steel-to-concrete interface. Correctly assessing this damage and arriving at a rational means for determining reserve capacity in the damaged system presents a formidable challenge to the bridge engineer. Stability is a very important theme within the context of strength evaluation due to the fact that large initial imperfections may now be present throughout the damaged bridge system, and also since previously effective bracing members, may now be compromised as a direct result of the damage that they sustained during the event. The following describes, and reports on, results from a research program involving multiple laser scanning technologies that are coupled with the latest image processing techniques to provide reliable, high resolution point cloud data sets suitable for constructing detailed solid models of the structural system. The solid models are themselves suitable for meshing and analysis with state-of-the-art commercial multi-purpose nonlinear finite element software systems such as ADINA. KW - Bridge engineering KW - Damage (Bridges) KW - Evaluation and assessment KW - Finite element method KW - Loss and damage KW - Pennsylvania KW - Reserve capacity KW - Software KW - Stability analysis KW - Steel bridges KW - Structural analysis KW - Truck crashes UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Improving%20Pennsylvania%20Bridges/Steel%20Bridge%20Damaged%20by%20Truck%20Strikes.pdf UR - https://trid.trb.org/view/1126769 ER - TY - ABST AN - 01464645 TI - Update of 'Roundabouts: An Informational Guide' AB - The objective of this project is to develop a new national guide for development and operation of roundabouts based on the Federal Highway Administration (FHWA) publication Roundabouts: An Informational Guide (FHWA-RD-00-067). KW - Access control (Transportation) KW - Highway design KW - Information dissemination KW - Information technology KW - Roundabouts KW - Traffic control devices KW - Traffic safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=819 UR - https://trid.trb.org/view/1232877 ER - TY - RPRT AN - 01049497 AU - Gannett Fleming, Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Intelligent Transportation Systems Evaluation Activities ― Phase 2 "ITS Evaluation Activities: Task II-C, Evaluation Summaries and Technology Transfer" PY - 2007/02/12/Final Report SP - 186p AB - Evaluations are critical in promoting innovative practices which may help to provide a safe and efficient transportation system. By conducting such evaluations, we develop quantifiable measures for those in policy development to appreciate and comprehend. Furthermore, it provides rationale to the public whom may be otherwise unaware of the benefits of such systems. By performing evaluations of such alternatives we provide the following benefits by answering some basic questions: (1) Document our successes - Has the system provided a realized benefit? (2) Rationalize our investments versus the benefits - Do the financial benefits of the system outweigh the costs? (3) Identify potential improvements - Can the system concept be enhanced by modifying future deployments? The outline of each evaluation follows this format which is consistent with The Evaluation Plan for ITS Projects in Pennsylvania and Federal Highway Administration's, ITS Evaluation Guidelines - ITS Evaluation Resource Guide as well as PennDOT's Ideas have Consequences reporting procedure. The following devices/systems were evaluated: (1) Intermediate Enhanced Reference Location Signs, commonly referred to as Intermediate Reference Markers (IRMs), have been deployed at several locations throughout the Commonwealth in order to reduce emergency response times and improve incident reporting accuracy. The Manual on Uniform Traffic Control Devices provides basic guidance on the layout, size and color of IRMs, but does not include specific guidance relative to spacing or performance. (2) Automated Truck Rollover Warning Systems (ATRWS) have been deployed at several locations throughout the Commonwealth in order to address concerns regarding truck rollovers related to speeds that may be inappropriate for the geometric conditions. The deployment of such systems within the Commonwealth, as well as elsewhere in the United States, have varying system configurations and traffic control devices, different calibration thresholds and approaches, and a wide range of deployment costs. (3) Collision Avoidance Systems (CAS) were purchased and deployed in Butler County, Pennsylvania in November 2003 to address safety concerns of citizens at unsignalized intersections that have limited sight distance. KW - Automated truck rollover warning systems KW - Benefits KW - Butler County (Pennsylvania) KW - Costs KW - Crash avoidance systems KW - Emergency response time KW - Guidelines KW - Highway safety KW - Incident reporting KW - Intelligent transportation systems KW - Intermediate reference markers KW - Investments KW - Pennsylvania KW - Technology transfer KW - U.S. Federal Highway Administration KW - Unsignalized intersections UR - https://trid.trb.org/view/807132 ER - TY - RPRT AN - 01049444 AU - Hascall, Jason A AU - Polivka, Karla A AU - Rohde, John R AU - Faller, Ronald K AU - Sicking, Dean L AU - Holloway, Jim C AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Design and Evaluation of an Open Traffic/Bicycle Bridge Railing System PY - 2007/02/09/Final Report SP - 125p AB - Two Open Traffic/Bicycle Bridge Railing Systems were designed and tested for use on a rigid, single-slope, concrete barrier. The test installations consisted of 36.3 m (119 ft - 2 7/8 in.) of the railing mounted to a 36.58-m (120-ft) long section of standard single-slope concrete barrier. For each system, one full-scale crash test was conducted and reported in accordance with the requirements set forth in the National Cooperative Highway Research Program (NCHRP) Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features". The first test consisted of a 2,015-kg (4,442-lb) 1998 GMC C2500 pickup truck impacting at an angle of 25.6 degrees and at a speed of 101.5 km/h (63.1 mph). The pickup snagged on the longitudinal rails during climb and eventually rolled, resulting in test failure. For the second test, modifications were made to the system in an attempt to reduce vehicle penetration and prevent rolling. The second test was also conducted with a 1998 GMC C2500 pickup truck. The pickup weighed 2,029 kg (4,473 lbs), and impacted the system at an angle of 25.6 degrees and at a speed of 102.7 km/h (63.8 mph). Once again, the pickup snagged as it climbed the barrier, resulting in vehicle roll and unsatisfactory results. KW - Acceptance tests KW - Bicycles KW - Bikeways KW - Bridge railings KW - Concrete barriers KW - Design KW - Highway safety KW - Impact tests KW - National Cooperative Highway Research Program KW - Pickup trucks KW - Speed UR - http://ntis.library.gatech.edu/handle/123456789/9704 UR - http://www.nlc.state.ne.us/epubs/R6000/B016.0115-2007.pdf UR - https://trid.trb.org/view/807115 ER - TY - RPRT AN - 01049442 AU - Polivka, Karla A AU - Faller, Ronald K AU - Holloway, James C AU - Rohde, John R AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Safety Performance Evaluation of Minnesota's Temporary Rigid Panel Sign Stand Systems PY - 2007/02/08/Final Report SP - 95p AB - A wide variety of traffic controlling devices are used in work zones, some of which are not normally found on the roadside or in the traveled way outside of the work zones. These devices are used to enhance the safety of the work zones by controlling the traffic through these areas. Due to the placement of the traffic control devices, the devices themselves may be potentially hazardous to both workers and errant vehicles. The impact performance of many work-zone traffic control devices remains unknown, even though previous crash testing on work-zone traffic control devices has been conducted under the criteria of National Cooperative Highway Research Program (NCHRP) Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features". The objective of the study was to evaluate the safety performance of various work-zone traffic control devices through dynamic bogie testing according to the Test Level 3 (TL-3) criteria set forth in the NCHRP Report No. 350. The impacts on the temporary rigid panel sign supports presented within resulted in acceptable safety performances. Following the analysis of these crash tests as well as the test results from other testing programs, it has been found that slight variations in design features of the work-zone traffic control devices can lead to very different performance results. Therefore, extreme care should be taken in applying crash test results from one work-zone traffic control device to similar work-zone traffic control devices with slight variations. The results of the crash tests were documented, and conclusions and recommendations pertaining to the safety performance of the work-zone traffic control devices were made. KW - Highway safety KW - Highway traffic control KW - Impact tests KW - Minnesota KW - National Cooperative Highway Research Program KW - Rigid panels KW - Sign supports KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://nlc1.nlc.state.ne.us/epubs/R6000/B016.0114-2007.pdf UR - https://trid.trb.org/view/807107 ER - TY - RPRT AN - 01089498 AU - Hale, Joanne E AU - Hale, David P AU - Sharpe, Shane AU - University of Alabama, Tuscaloosa AU - University Transportation Center for Alabama AU - Alabama Department of Transportation AU - Federal Highway Administration TI - Asset Management GASB 34 Compliance Phase III (Bridges) PY - 2007/02/01 SP - 175p AB - The authors recommend adoption of a strategy to migrate the State of Alabama’s current Bridge Information Management System (ABIMS) to a new bridge management system Pontis™ over the course of a 10-12 year period. As detailed in this report, migration will provide the State of Alabama with a lower risk and more cost effective solution. The proposed system will be capable of supporting a multi-state CoRe rating process and will extend the State’s decision support processes for managing its bridge inventory as recommended by the American Association of State Highway and Transportation Officials (AASHTO). This recommendation is also aligned with the Alabama Department of Transportation’s (ALDOT’s) immediate and longer-term needs by providing immediate network-level decision support capabilities for managing the state’s bridge inventory while providing a migration path to enable project-level decision support capabilities. This report describes a set of BMS solution alternatives and benchmarking of current solutions implemented in other state DOTs. In addition, this report details the new automated tool to calculate bridge sufficiency ratings on-demand, a framework for calculating bridge decay for families of bridges over time, and a process for standardizing GASB 34 calculations and reporting. KW - Alabama KW - Asset management KW - Bridge management systems KW - Bridges KW - Compliance KW - Decision support systems KW - GASB 34 KW - Pontis (Computer program) KW - Ratings KW - Sufficiency rating UR - http://utca.eng.ua.edu/research/projects/?id=03418 UR - https://trid.trb.org/view/849875 ER - TY - RPRT AN - 01089495 AU - Hale, David P AU - Hale, Joanne E AU - Sharpe, Shane AU - University of Alabama, Tuscaloosa AU - University Transportation Center for Alabama AU - Alabama Department of Transportation AU - Federal Highway Administration TI - Asset Management GASB 34 Compliance - Phase III (HYDRA+) PY - 2007/02/01/Final Report SP - 225p AB - The development and deployment of the Highway Yearly Data Reduction and Analysis (HYDRA+) system provides a pavement condition asset management tool for the Alabama Department of Transportation. This implementation of HYDRA+ provides: (1) Data integrity modules designed to monitor the integrity of data received, generate exception reports for potentially invalid data, permit administrator changes to the data, support automated and manual data input, and generate a transaction log recording alterations to data; (2) A set of budget calculator tools designed to provide estimated future budgets and target conditions; (3) Extension of the database to provide overlay-centric query and reporting capabilities; (4) Generation of refined Preliminary Prioritization Reports and ad-hoc reports, given static yearly routes and overlay tables; (5) Ad hoc reporting through Crystal Reports™; (6) Process and numerical verification for 2003 and 2004 GASB34 condition ratings for the network-wide flexible pavement system, including meetings with State Auditors; and (7) Knowledge Transfer for the resulting pavement management system (HYDRA+). KW - Alabama KW - Asset management KW - Budgeting KW - Compliance KW - Data quality KW - GASB 34 KW - HYDRA (Computer program) KW - Pavement condition rating KW - Pavement management systems KW - Pavements KW - Reporting UR - http://utca.eng.ua.edu/research/projects/?id=03417 UR - https://trid.trb.org/view/849884 ER - TY - RPRT AN - 01443822 AU - Lawson, William D AU - Leaverton, Michael AU - Senadheera, Sanjaya AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Maintenance Solutions for Bleeding and Flushed Pavements Surfaced with a Seal Coat or Surface Treatment PY - 2007/02//Technical Report SP - 152p AB - This report summarizes the findings of research directed at identifying maintenance solutions for bleeding and flushed asphalt pavements surfaced with seal coats or surface treatments. Although the basic mechanism associated with both bleeding and flushing has to do with excess asphalt binder filling the voids between aggregate particles, the terms are different ― “flushed” is past tense; whereas, “bleeding” is an active verb. Factors that contribute to bleeding and flushed pavements include aggregate issues, binder issues, traffic issues, environmental issues, and construction issues. There is no better advice for dealing with bleeding and flushed pavements than to avoid the problem from the outset. Bleeding is an immediate maintenance problem that must be addressed using corrective, or in some cases, emergency maintenance. The basic approaches used to treat bleeding either (a) bridge over the liquid asphalt by applying aggregate of various types and gradations, (b) cool off the pavement surface by applying water with or without additives, or (c) remove the bleeding asphalt and rebuild the pavement seal. Flushed asphalt pavement, in contrast to bleeding, is typically not a maintenance problem that must be addressed immediately. The basic approaches used to treat flushed pavements either (a) re-texture the existing flushed pavement surface or (b) add a new textured surface over the flushed pavement. The research suggests that the use of polymer modified and other binders has improved seal coat and surface treatment performance such that bleeding and flushing problems are becoming less common. Three promising areas for further research and implementation relative to bleeding/flushing solutions include (a) use of lime water, (b) ultra high pressure water cutting, and (c) use of the racked-in seal at intersections. KW - Aggregates KW - Asphalt pavements KW - Bituminous binders KW - Bleeding (Pavements) KW - Chip seals KW - Pavement maintenance KW - Preventive maintenance KW - Seal coats UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/5230-1.pdf UR - http://ntl.bts.gov/lib/45000/45700/45750/5230-1.pdf UR - https://trid.trb.org/view/1211609 ER - TY - RPRT AN - 01158143 AU - Woodland, Jon AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Analysis Method Comparison of On-Time and On-Budget Data PY - 2007/02//Final Report SP - 52p AB - New Mexico Department of Transportation (NMDOT) results for On-Time and On-Budget performance measures as reported in (AASHTO/SCoQ) NCHRP 20-24(37) Project – Measuring Performance Among State DOTs (Phase I) are lower than construction personnel know to exist. The presumption by the Department was that the AASHTO/SCoQ Project Phase I applied an analysis model not representative of NMDOT business practices. The Research Bureau was tasked to answer the question: “Are the NMDOT On-Time and On-Budget analysis results as reported in NCHRP 20-24(37) Project Phase I, accurate?”. Review of the AASHTO/SCoQ Project’s Phase I Analysis Model and the Project’s analysis method resulted in the discovery of problematic methods of analysis including the application of “implied” estimates. The Research Bureau analyzed Phase I data using an analysis method more representative of NMDOT business practices and absent of statistical error created by these estimates. NMDOT On-Time performance was revealed to be 170% higher than reported for the strict measure and 220% higher than reported for the lenient measure. NMDOT Fiscal Year 2006 data were analyzed using NMDOT analysis methods and showed results proportionate to NMDOT analyzed Phase I results. Further, AASHTO/SCoQ results for Phase II are closely proportionate to NMDOT calculated results for Phase I and FY06 data. It was concluded that NCHRP 20-24(37) Project Phase I On-Time calculations are not accurate and that the Phase I On-Time analysis model is not representative of NMDOT business practices. Quality problems with Phase I, Phase II and FY06 data called into question the fitness of the data for use in performance benchmarking; it is probable that low quality data contributed to low On-Time results. Two state DOT’s were interviewed for their data quality assurance practices and the information incorporated into data quality improvement recommendations. Recommendations are made for continued research into performance measure modeling, measure comparability, and data quality improvement. Recommendations are made for administrative improvements. KW - Accuracy KW - Administrative procedures KW - Business practices KW - Construction projects KW - Data quality KW - Improvements KW - New Mexico Department of Transportation KW - Performance measurement UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM07CNS-01AnalysisMethodComparisonOnTimeOnBudget2007.pdf UR - https://trid.trb.org/view/918633 ER - TY - RPRT AN - 01152965 AU - Krugler, Paul E AU - Chang-Albitres, Carlos M AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - List of Tier-Two Pavement Sites and Summary of Data and Information Supporting Selection PY - 2007/02 SP - 52p AB - This report lists the pavement sites that will be included in the Texas Successful Flexible Pavements (TSFP) database. These 24 pavements, selected from the tier-one list of 75 nominated pavement sites, will receive a second tier of evaluation and testing by the research team and the Texas Department of Transportation (TxDOT). The pavements selected for tier-two evaluations are representative of the best performing flexible pavements on the Texas state highway system. A goal of the selection process was that the tier-two pavements include all types of flexible pavements and that these pavements be distributed throughout the varied geographic and climatic regions of the state. The geographic locations of tier-two pavements are shown in Figure 1. Other considerations in the selection process were that the list should include a variety of material types, pavement designs, and levels of traffic. Because of these non-performance related selection factors, and because only a limited number of pavements could be included in the TSFP database at this time, the selected pavements do not constitute an exclusive list of the best performing Texas flexible pavements. A number of the other nominated pavements have provided equally impressive performances. A proposed list of tier-two pavement sites was presented to the research project monitoring committee during the first project milestone meeting, held June 29, 2006. The 24 pavement sites presented in Table 1 were approved at the milestone meeting. Further, it was decided at the meeting that it would be desirable to include two additional tier-two pavements, both carrying high traffic levels, and that these pavements should be located in the gulf coast and central Texas areas of the state. TxDOT agreed to take the initiative in identifying the additionally desired pavements. KW - Databases KW - Flexible pavements KW - Information systems KW - Monitoring KW - Pavement design KW - Pavement management systems KW - Pavement performance KW - Pavement test sections KW - Texas UR - https://trid.trb.org/view/914483 ER - TY - RPRT AN - 01152607 AU - McCartney, Michael A AU - Wilbur, Ami E AU - University of North Carolina, Wilmington AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - An Evaluation of Hemolymph Extraction as a Non-Lethal Sampling Method for Genetic Identification of Freshwater Mussel Species in Southeastern North Carolina PY - 2007/02//Final Report SP - 42p AB - Identification of freshwater mussel species and subpopulations is challenging due to the plasticity of morphological characters. Molecular analyses are a powerful alternative for systematics and for biological surveys and restoration efforts. Yet most molecular methods require sacrificing animals for tissue sampling, an approach that cannot be applied to threatened and endangered species. This study demonstrated, through field trials with 3 endemic yet abundant Lake Waccamaw mussel species, that hemolymph extraction produced no mortality in animals in their native environment. The authors developed extraction methods that make hemolymph a reliable source for DNA analysis that, despite lower DNA yield, shows percent success rate in polymerase chain reaction (PCR) assays that rivals that of body tissues from sacrificed animals. The authors followed sampled and control mussels in field enclosures in Lake Waccamaw for 8 weeks and observed no mortality of either treatment group. A small, statistically not significant reduction in growth (5 - 8%) was observed in the hemolymph-removal group. The authors report the development and application of PCR assays from two mitochondrial DNA (mtDNA) regions, followed with digestion by restriction enzymes that reveal species-diagnostic DNA restriction fragment length polymorphisms (RFLP). The results are rapid and inexpensive PCRRFLP assays to discriminate among sibling species in North Carolina that are difficult and sometimes misidentified in the field, even by experienced biologists. Their regional sampling and phylogenetic analysis of mtDNAs indicates that the major taxa in Lake Waccamaw are not strictly endemic to the Lake. Samples collected in the Lake showed mtDNA sequences that were identical or very similar to sequences obtained from other rivers within the Yadkin-PeeDee and Lumber drainages. Lake Waccamaw Elliptio wacamawensis shared haplotypes with, and/or fell within a clade of, mussels identified as E. congaraea and E. wacamawensis from the Waccamaw River. The same was true of Lampsilis fullerkati specimens, which were in a clade intermingled with L. radiata and L. radiata radiata specimens from the Waccamaw and Yadkin-PeeDee rivers. Additional sampling, morphological and molecular analysis, particularly of type specimens, is needed to further resolve taxonomic relationships and biogeographic ranges. A potential cryptic species, misidentified as E. complanata, and evidence for a cryptic phylogenetic species within L. radiata radiata both appeared in their collection. Together, their results validate the use of hemolymph extraction, followed by PCR-RFLP assays and targeted DNA sequencing, as a rapid, inexpensive, and reliable identification method for field biologists at NCDOT and other agencies who routinely survey NC freshwater mussel populations. KW - Endangered species KW - Field studies KW - Freshwater mussels KW - Identification KW - North Carolina KW - Sampling UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2004-09FinalReport.pdf UR - https://trid.trb.org/view/913347 ER - TY - SER AN - 01120530 JO - NHTS Brief PB - Federal Highway Administration AU - Federal Highway Administration TI - National Household Travel Survey: The Other Side of Congestion PY - 2007/02 SP - 2p AB - Travel to work has historically defined peak travel demand, and in turn influenced the design of the transportation infrastructure. Commuting is a major factor in metropolitan congestion--85 million workers (two-thirds of all commuters) usually leave for work between 6:00 and 9:00 am, and over 88 percent are in private vehicles. However, a significant number of non-work vehicle trips are made during peak periods, which complicates the issue of congestion management. Importantly for understanding trends in congestion, the amount of travel for non-work purposes, including shopping, errands, and social and recreational activities, is growing faster than work travel. Growth in these kinds of trips is expected to outpace growth in commuting in the coming decades. The overlap of work and non-work travel during the peak travel periods is a significant factor in understanding the causes and cures of congestion. Primarily these non-work trips are to drop or pick-up a passenger, shop or run errands. KW - Nonwork trips KW - Peak hour traffic KW - Traffic congestion KW - Travel behavior KW - Travel surveys KW - Trip purpose KW - Work trips UR - http://nhts.ornl.gov/briefs/The%20Other%20Side%20of%20Congestion.pdf UR - https://trid.trb.org/view/879143 ER - TY - RPRT AN - 01118703 AU - Huffman, R L AU - Vepraskas, M J AU - Pati, S AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Assessment of Groundwater Flows at Juniper Bay and their Impacts on the Surrounding Area PY - 2007/02//Final Report SP - 87p AB - The North Carolina Department of Transportation purchased a 750-acre, roughly elliptical tract of agricultural land, known as Juniper Bay (a Carolina Bay), to convert to wetlands as part of their wetlands mitigation program. Preliminary water balance work suggested that there are significant flows of groundwater entering and leaving the tract. This study was initiated to examine the subsurface potentials and determine the degree to which a ditch around the perimeter of the tract controls the lateral fluxes of groundwater in the surficial aquifer. Five nests of piezometers were installed along each of four 492-ft (150-m) transects crossing the perimeter ditch at approximately the major and minor axes of the tract, which correspond to the suspected maxima of influx and efflux. Deep soil cores (up to 42 ft) were collected along the transects to guide placement of piezometers for monitoring hydraulic heads. Water levels in the piezometers were recorded at 15-minute intervals. Meteorological data were collected with a weather station near the middle of the bay. Models were developed for the four transects using Visual MODFLOW. The models were calibrated with observed hydraulic heads. The maximum absolute error in the calibration process was 1.6 ft (0.5 m). The modeling results suggested that the ditch drained water from the surficial system from both sides. In the deeper sand layers, there was an indication of groundwater flowing into the bay at the Northwest (NW) and Northeast (NE) transects. Modeling of the Southwest (SW) transect indicated outflows. The Southeast (SE) transect showed water draining into the ditch from both sides. The models were extended to 2600 ft (800 m) inside the bay to simulate conditions after the interior ditch system was blocked. Simulation results showed groundwater inflows at the NW, NE, and SE transects, and groundwater outflow at the SW transect. The lateral influence of the perimeter ditch had a maximum of approximately of 330 ft (100 m), observed at the SW transect, and a minimum of 100 ft (30 m), observed at the SE transect. The extent of influence of the perimeter ditch also depended on the weather conditions, showing more influence in summer months than in winter months. Influence of the perimeter ditch was entirely in the upper sands at the NE and SE transects, but some influence was seen in the middle sand layers at the NW and SW transects. Groundwater flow estimates from the transect models were extrapolated over the entire perimeter of Juniper Bay to obtain an estimate of net groundwater inflow. Net groundwater inflow was approximately 0.41 ft (125 mm) for the period of 1 January 2004 to 30 June 2004. To develop recommendations for maintenance and operation of the perimeter ditch, the models were run for various scenarios focused on water levels in the perimeter ditch. Control levels were imposed on the ditch and options were investigated. A water level of 117.8 ft (35.9 m) MSL was identified as a critical point of control of the perimeter ditch. Controlling the water level in the perimeter ditch at that level would, according to the model, minimize offsite impacts and result in maximum wetland area. KW - Environmental impacts KW - Flow KW - Groundwater KW - Models KW - North Carolina KW - Wetlands UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2002-19FinalReport.pdf UR - https://trid.trb.org/view/877795 ER - TY - RPRT AN - 01118039 AU - Patterson, Kat AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Epoplex LS 90 Polyurea Pavement Marking, Brattleboro/Westminster, Vermont PY - 2007/02//Final Report SP - 19p AB - This report documents the evaluation of a polyurea pavement marking project located on Vermont Interstate 91 in the towns of Brattleboro and Westminster. This was an 18.084-mile section of highway, and consisted of two control pavement markings and an experimental pavement marking. Retroreflectivity and durability were documented over a three year duration to describe the markings and their condition. These results are presented herein with recommendations on possible further research studies on this topic. KW - Durability KW - Evaluation KW - Polyurea KW - Retroreflectivity KW - Road marking materials KW - Vermont UR - https://trid.trb.org/view/875471 ER - TY - RPRT AN - 01099529 AU - Huffman, R L AU - Vepraskas, M J AU - Pati, S AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Assessment of the Groundwater Flows at Juniper Bay and their Impact on the Surrounding Area PY - 2007/02//Final Report SP - 87p AB - The North Carolina Department of Transportation purchased a 750-acre, roughly elliptical tract of agricultural land, known as Juniper Bay (a Carolina Bay), to convert to wetlands as part of their wetlands mitigation program. Preliminary water balance work suggested that there are significant flows of groundwater entering and leaving the tract. This study was initiated to examine the subsurface potentials and determine the degree to which a ditch around the perimeter of the tract controls the lateral fluxes of groundwater in the surficial aquifer. Five nests of piezometers were installed along each of four 492-ft (150-m) transects crossing the perimeter ditch at approximately the major and minor axes of the tract, which correspond to the suspected maxima of influx and efflux. Deep soil cores (up to 42 ft) were collected along the transects to guide placement of piezometers for monitoring hydraulic heads. Water levels in the piezometers were recorded at 15-minute intervals. Meteorological data were collected with a weather station near the middle of the bay. Models were developed for the four transects using Visual MODFLOW. The models were calibrated with observed hydraulic heads. The maximum absolute error in the calibration process was 1.6 ft (0.5 m). The modeling results suggested that the ditch drained water from the surficial system from both sides. In the deeper sand layers, there was an indication of groundwater flowing into the bay at the Northwest (NW) and Northeast (NE) transects. Modeling of the Southwest (SW) transect indicated outflows. The Southeast (SE) transect showed water draining into the ditch from both sides. The models were extended to 2600 ft (800 m) inside the bay to simulate conditions after the interior ditch system was blocked. Simulation results showed groundwater inflows at the NW, NE, and SE transects, and groundwater outflow at the SW transect. The lateral influence of the perimeter ditch had a maximum of approximately of 330 ft (100 m), observed at the SW transect, and a minimum of 100 ft (30 m), observed at the SE transect. The extent of influence of the perimeter ditch also depend on the weather conditions, showing more influence in summer months than in winter months. Influence of the perimeter ditch was entirely in the upper sands at the NE and SE transects, but some influence was seen in the middle sand layers at the NW and SW transects. Groundwater flow estimates from the transect models were extrapolated over the entire perimeter of Juniper Bay to obtain an estimate of net groundwater inflow. Net groundwater inflow was approximately 0.41 ft (125 mm) for the period of 1 January 2004 to 30 June 2004. To develop recommendations for maintenance and operation of the perimeter ditch, the models were run for various scenarios focused on water levels in the perimeter ditch. Control levels were imposed on the ditch and options were investigated. A water level of 117.8 ft (35.9 m) MSL was identified as a critical point of control of the perimeter ditch. Controlling the water level in the perimeter ditch at that level would, according to the model, minimize offsite impacts and result in maximum wetland area. KW - Coast and river protective works KW - Coastal engineering KW - Coastal zone management KW - Ditches KW - Groundwater KW - Hydraulic properties KW - Juniper Bay (North Carolina) KW - Subsurface drainage KW - Wetland conservation KW - Wetlands UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2002-19finalreport.pdf UR - https://trid.trb.org/view/857490 ER - TY - RPRT AN - 01099048 AU - Yildirim, Yetkin AU - Dossey, Terry AU - Fults, Kenneth W AU - Tahmoressi, Maghsoud AU - Trevino, Manuel AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Winter Maintenance Issues Associated with New Generation Open-Graded Friction Courses PY - 2007/02//Technical Report SP - 82p AB - The improved ride quality and other possible safety benefits associated with New Generation Open-Graded Friction Course (NGOGFC) or Permeable Friction Course (PFC) pavements—better friction, lower noise, less splash and spray, higher visibility, reduced hydroplaning, and reduced nighttime surface glare in wet weather conditions—have made them highly attractive to engineers and contractors in the last 3 decades. Nevertheless, the durability problems and performance and maintenance issues exhibited by NGOGFCs under winter weather conditions, especially the fast formation of black ice, have prevented their widespread use. Recent research has investigated new preventive methods and materials for handling these winter maintenance issues and improving durability in NGOGFCs. In 2005, the Center for Transportation Research (CTR) conducted an online survey of different districts within the Texas Department of Transportation (TxDOT) to gather information on NGOGFCs, and in 2004–2005 CTR conducted lab and field experiments to test the methodology for detecting black ice formation on NGOGFCs. This report presents the findings of the CTR survey results and research. KW - Black ice KW - Durability KW - Friction course KW - Glare KW - Hydroplaning KW - Open graded aggregates KW - Porosity KW - Ride quality KW - Spray control KW - Traffic noise KW - Winter maintenance UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4834_2.pdf UR - https://trid.trb.org/view/859412 ER - TY - RPRT AN - 01090245 AU - Hansen, Janet AU - Knezek, Claudia AU - Im, Wansoo AU - Maher, Ali AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Center for Advanced Infrastructure and Transportation TI - Transportation Safety Professional Development Clearinghouse PY - 2007/02//Final Report SP - 64p AB - Throughout private and public work settings, employee professional development is regarded as critical to grooming future leaders and to attract and retain talented employees who will enable the company or agency to achieve its goals. Professional development is accomplished through formal education, assessments, job experience, and interpersonal relationships (Noe, Hollenbeck, Gerhard & Wright: 2000). Education has been identified by the New Jersey Department of Transportation (NJDOT) as a 4E countermeasure for reducing roadway fatalities. There is a critical need for transportation professionals within New Jersey to continue to update and maintain their skills in order to meet the state’s safety goals. The NJ LTAP staff worked with safety managers to identify training opportunities and obstacles to training. Together they recognized the need to track the safety training progress of personnel from the transportation industry. The target solution was to develop a data base tool for the NJDOT to use in tracking state, regional, and local safety training needs and accomplishments of transportation professionals. While the tool was being developed, ongoing research was used to create a series of professional development articles published in the NJ LTAP monthly newsletter and distributed to transportation personnel throughout the state. KW - Continuing education KW - Countermeasures KW - Education and training KW - Fatalities KW - New Jersey KW - Safety education KW - Traffic safety education KW - Transportation careers UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2007-004.pdf UR - http://ntl.bts.gov/lib/26000/26900/26968/FHWA-NJ-2007-004.pdf UR - https://trid.trb.org/view/850039 ER - TY - RPRT AN - 01088314 AU - Pant, Prahlad D AU - Kashayi, Nagaraju Chowdojirao AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Crash Base Rates for Intersections in Ohio PY - 2007/02//Final Report SP - 155p AB - A safety analysis of a specific location requires the knowledge of "base crash rates," also known in the literature as "expected values," for identifying crash patterns at the study location. Base crash rate models were developed for the following nine crash types: (a) Injury, (b) Property Damage Only (PDO), (c) Total, (d) Wet, (e) Night, (f) Rear end, (g) Sideswipe, (h) Fixed object, and (i) Left turn crashes. These models were developed for intersection legs (also called intersection approaches) as the crash behavior of different legs within the same intersection were likely to be different. Base crash rates for the following eight leg types were modeled based on the type of control: (a) Signalized legs at four was signalized intersections, (b) Signalized legs at three way signalized intersections, (c) No control legs at one way stop controlled intersections, (d) Stop controlled legs at one way stop controlled intersections, (e) No control legs at two way stop controlled intersections, (f) Stop controlled legs at two way stop controlled intersections, (g) No control legs at intersections with flashing beacons, and (h) Stop controlled legs at intersections with flashing beacons. This study focused on intersections formed by two or more State or US routes. To evaluate the complex interaction among the dependent and independent variables, Automatic Interaction Detection (AID) technique was used. After the completion of AID analysis, stepwise multiple regression technique was used to develop mathematical models for the split groups. It is recommended that the AID and regression models developed in this study (Appendices II and III) be used for estimating statewide base crash rates in Ohio. KW - Crash rates KW - Crash types KW - Interaction KW - Intersections KW - Mathematical models KW - Multiple regression analysis KW - Ohio KW - Signalized intersections KW - Stop controlled intersections KW - Variables UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A190861713 UR - http://ntl.bts.gov/lib/55000/55800/55824/FHWA-OH-2007-03.PDF UR - https://trid.trb.org/view/849593 ER - TY - RPRT AN - 01079523 AU - Buch, Neeraj AU - Federal Highway Administration AU - Michigan State University, East Lansing TI - Precast Concrete Panel Systems for Full-Depth Pavement Repairs. Field Trials PY - 2007/02//Final Report SP - 84 p AB - The use of precast slabs as an alternative to conventional cast-in-place repairs may be an effective means of reducing construction time, thereby minimizing user delay and travel costs while obtaining a long-lasting, durable repair. This report summarizes the 3-year study, "Field Trials of Concrete Pavement Product and Process Technology--Precast Concrete System for Rapid Repairs," in which precast slabs were used for joint repair and slab replacement on in-service Michigan and Colorado highways. Cast-in-place, full-depth patches were installed as controls. The report contains a summary of the relevant literature; summaries of the field trials and their findings regarding efficiency and durability; recommendations for precast panel installation; a sample distress documentation report; a presentation of construction guidelines; and a sample special provision specification developed as part of the study. Recommendations for consecutive slab repairs are to reduce slab length; use a slab thickness of 200 mm or greater; use dowels to connect precast panels to existing panels for joint flexibility and load transfer; maximize proximity of repair sections when planning and encourage multitasking during panel installation to reduce construction time. For isolated repairs, it is recommended that four dowel bars be place in the wheel path and provide an expansion cap at one end of the dowel bar to accommodate slab movement due to environmental loading and prevent closing of the joint. KW - Colorado KW - Concrete pavements KW - Dowels (Fasteners) KW - Durability KW - Field studies KW - Guidelines KW - Joints (Engineering) KW - Literature reviews KW - Michigan KW - Panels KW - Pavement distress KW - Pavement maintenance KW - Precast concrete KW - Recommendations KW - Repairing KW - Specifications UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif07019/07019.pdf UR - https://trid.trb.org/view/836787 ER - TY - RPRT AN - 01075668 AU - Federal Highway Administration TI - Rest area upgrade, Route I-495/Long Island Expressway between eastbound exits 51 and 52, Town of Huntington, Suffolk County: environmental impact statement PY - 2007/02//Volumes held: Draft, Dapp, F, Fapp(17v) KW - Environmental impact statements KW - New York (State) UR - https://trid.trb.org/view/835062 ER - TY - RPRT AN - 01055770 AU - Wright, Stephen G AU - Zornberg, Jorge G AU - Aguettant, Jennifer E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - The Fully Softened Shear Strength of High Plasticity Clays PY - 2007/02//Technical Report SP - 132p AB - Previous research has shown that cyclic wetting and drying can reduce the shear strength of compacted highly plastic clays to the fully softened shear strength. Consolidated-undrained triaxial testing procedures were used to determine the fully softened shear strength of Eagle Ford Shale, which is a highly plastic clay found in central Texas. The measured secant friction angles of Eagle Ford Shale were also compared to a graphical relationship and an equation for computing the fully softened secant friction angle to verify the applicability of these correlations for the purpose of selecting strengths for design. Slope stability analyses were also performed to determine the pore water pressures and shear strength conditions that existed at the time of failure in the slope where the Eagle Ford Shale was obtained. KW - Compacted clays KW - Friction angle KW - Plasticity KW - Pore water pressures KW - Shale KW - Shear strength KW - Slope stability KW - Triaxial shear tests KW - Wetting and drying tests UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5202_3.pdf UR - https://trid.trb.org/view/815074 ER - TY - RPRT AN - 01055769 AU - Victoria, Isabel Cristina AU - Prozzi, Jolanda P AU - Torres, Gerald AU - Walton, C Michael AU - Prozzi, Jorge A AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Identifying, Measuring, and Mitigating Environmental Justice Impacts of Toll Roads PY - 2007/02//Technical Report SP - 240p AB - In 2004 the Texas Department of Transportation (TxDOT) funded the Center for Transportation Research at the University of Texas at Austin to develop a methodology to evaluate the environmental justice (EJ) impacts of toll roads given four scenarios: (a) the construction of new toll road(s), (b) converting existing non-toll roads to toll roads, (c) the tolling of capacity enhancements (e.g., additional main lanes or frontage roads to existing facilities), and (d) the conversion of planned non-toll roads to toll roads upon completion. This report documents the research performed in developing the EJ evaluation methodology to identify, measure, and mitigate disproportionately high or adverse impacts imposed on minority and low-income (EJ) communities by toll roads compared to non-toll roads. KW - Environmental justice KW - Evaluation KW - Impact mitigation KW - Impacts KW - Low income groups KW - Methodology KW - Minorities KW - Toll roads UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5208_2.pdf UR - https://trid.trb.org/view/814998 ER - TY - RPRT AN - 01051937 AU - Hlavacek, Ian AU - Vitek, Mike AU - Machemehl, Randy B AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Best Practices: Separation Devices between Toll Lanes and Free Lanes PY - 2007/02//Technical Report SP - 44p AB - Transportation agencies around the nation find themselves pushing the envelope of innovation to keep up with congestion caused by exploding demand for limited roadway space. Managed lanes provide a mechanism for harnessing the potential of the current infrastructure. Special-purpose lanes, including high-occupancy vehicle (HOV) and high-occupancy toll (HOT) lanes, allow engineers to manipulate roadway parameters to achieve varying levels of service. Managed lanes are controlled access facilities, and must somehow be separated from general-purpose lanes. One principle question that must be asked is what type of delineation technique should be used? What are the properties of different delineators that make some more favorable than others? How do roadway characteristics, such as available width and traffic volume, factor into the choice of delineation? Much has been written on the safety and cost aspects of different delineation techniques used for HOV lanes; are these analyses applicable to other managed lanes as well? What about the other characteristics of the techniques: what are they, and how important are they to the choice of delineation? This report addresses some of these questions and sheds some light on their ultimate answers. Three basic categories of delineation exist: concrete barriers, pylon posts, and painted buffers. This research project assembled an expert panel to gather a collective knowledge of factors involved in the choice of delineation most appropriate to given scenarios. The summary of this panel’s discussions, included in this report, will serve as a useful guideline for engineers looking to choose the best type of delineation for future, successful managed lane projects. KW - Access control (Transportation) KW - Barriers (Roads) KW - Buffers (High occupancy vehicle lanes) KW - Delineation KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - Highway delineators KW - Lane separation KW - Managed lanes KW - Panel studies KW - Posts UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5426_1.pdf UR - https://trid.trb.org/view/811156 ER - TY - RPRT AN - 01051587 AU - Moudon, Anne Vernez AU - Lin, Lin AU - Hurvitz, Phil AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - University of Washington, Seattle AU - Federal Highway Administration TI - Managing Pedestrian Safety I: Injury Severity PY - 2007/02//Final Research Report SP - 55p AB - This study focused on the severity of injuries and fatalities incurred by pedestrians colliding with motor vehicles. The report includes a thorough review of the literature and a description of new research carried out on correlates of injury severity and measures of their relative effects on fatal or high injury collisions. The correlates consisted of both individual-level factors and attributes of environments at or near pedestrian collision sites. The study focused on state routes in King County, Washington. Data came from police records processed by the Washington State Department of Transportation (WSDOT) from 1999 to 2004. They included objective and modeled data in GIS on road characteristics, traffic conditions, and land uses at or near collision sites. The results of binary and ordinal logistic models showed that fatal and high injury collisions were strongly and significantly associated with (1) a pedestrian crossing at an unsignalized intersection (versus crossing at all other locations or walking along the roadway); (2) the vehicle moving straight ahead on the roadway (versus all other types of vehicle actions). There was a lack of association between injury severity and collision frequency, suggesting that safety programs intended to reduce the number of collisions and those intended to reduce the risk of severe injury and death should use different approaches. The latter should focus on individual factors such as driver or pedestrian actions and behaviors, as well as on road environment factors such as speed limits and intersection signalization. Finally, better reports and data on vehicular speed at the time of collision, and on the type of vehicles involved in pedestrian collisions, would help to inform effective future safety programs, policies, and standards. KW - Accident sites KW - Crashes KW - Fatalities KW - Geographic information systems KW - Injuries KW - Injury prevention KW - Injury severity KW - King County (Washington) KW - Land use KW - Literature reviews KW - Logistics KW - Pedestrian safety KW - Speed KW - Traffic conditions KW - Unsignalized intersections UR - http://www.wsdot.wa.gov/research/reports/fullreports/671.1.pdf UR - https://trid.trb.org/view/809151 ER - TY - RPRT AN - 01049677 AU - Rausch, Robert AU - TransCore AU - Federal Highway Administration TI - Testing Programs for Transportation Management Systems: A Technical Handbook PY - 2007/02//Final Report SP - 170p AB - The objective of this handbook is to provide direction, guidance, and recommended practices for test planning, test procedures, and test execution for the acquisition, operation, and maintenance of transportation management systems and Intelligent Transportation Systems (ITS) devices. This handbook is intended for individuals that are responsible for or involved in the planning, design, implementation, operation, maintenance, and evaluation of the Transportation Management System (TMS) for public agencies. Targeted end users of the handbook are first-level supervisors (managers and supervisors) and technical staff that may include transportation planners, traffic engineers and technicians, construction and maintenance engineers, and traffic management center (TMC) staff. The guide is an introduction to the technical discipline of testing and provides a foundation for understanding the role, terminology, and technical issues that are encountered while managing a test program. Because it is an introductory guide, other testing resources are referenced for additional information. The guidance provided herein is best utilized early in the project development cycle, prior to preparing project and acquisition plans. Many important decisions are made early in the system engineering process that affect the testing program. The attention to detail when writing and reviewing the requirements or developing the plans and budgets for testing will see the greatest pay-off (or problems) as the project nears completion. Remember that a good testing program is a tool for both the agency and the integrator/supplier; it typically identifies the end of the development phase of the project, establishes the criteria for project acceptance, and establishes the start of the warranty period. KW - Handbooks KW - Intelligent transportation systems KW - Test procedures KW - Testing KW - Traffic control centers KW - Traffic engineering KW - Transportation management systems KW - Transportation planning UR - http://ops.fhwa.dot.gov/publications/tptms/handbook/index.htm UR - http://ops.fhwa.dot.gov/publications/tptms/handbook/tptmshandbook.pdf UR - https://trid.trb.org/view/809238 ER - TY - RPRT AN - 01049660 AU - Rausch, Robert AU - Barnes, Rebecca AU - TransCore AU - Federal Highway Administration TI - Testing Programs for Transportation Management Systems: A Primer PY - 2007/02//Final Report SP - 15p AB - This primer is intended to identify for a non-technical audience the key aspects of testing, identify issues for agencies to consider, identify the benefits or value of testing, and profile successful practices for test planning, test procedures, and test execution for the acquisition, operation and maintenance of Traffic Management Systems (TMS) and Intelligent Transportation System (ITS) devices. KW - Intelligent transportation systems KW - Test procedures KW - Testing KW - Traffic control centers KW - Traffic engineering KW - Transportation management systems KW - Transportation planning UR - http://ops.fhwa.dot.gov/publications/tptms/primer/index.htm UR - http://ops.fhwa.dot.gov/publications/tptms/primer/tptmsprimer.pdf UR - https://trid.trb.org/view/809240 ER - TY - RPRT AN - 01049488 AU - St Martin, Anna AU - Milton, John AU - Hallenbeck, Mark E AU - Nee, Jennifer AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - In-Service Evaluation of Major Urban Arterials with Landscaped Medians—Conditions as of 2004 PY - 2007/02//Final Research Report SP - 207p AB - Arterials such as State Route (SR) 99 north and south of Seattle have characteristics that are considered by many cities to be undesirable. In response, several cities are implementing redevelopment plans to increase road safety, create a more aesthetically pleasing local environment, and enhance the economic vitality and attractiveness of the communities. The cities’ 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 the desires of cities to implement aesthetic designs, WSDOT chose to adopt an in-service evaluation process that would study collision, environmental, operational, and maintenance experiences in the field. This report summarizes the findings of two of the 13 median treatment projects included in the in-service evaluation of alternative median treatments. It provides before data and condition information on all median sections, but because most of the roadway sections have only recently been improved, it provides after data for only two phases of improvements, those on SR 99 in the City of SeaTac. The conclusions of the before and after analysis on those two sections of roadway indicate that no dramatic changes in roadway safety have occurred as a result of the change from continuous two-way left turn lanes and limited sidewalks to a streetscape that includes full sidewalks and landscaped medians with turn pockets, and where both sidewalks and medians include small trees as part of the landscaping. While no definitive conclusions about the safety impacts of landscaped medians can be drawn at this point in the multi-year in-service evaluation, it can be said that there is no indication that the roadways are less safe than before the landscaping was planted. Therefore, it is recommended that the current in-service evaluation be continued as planned. KW - Aesthetics KW - Arterial highways KW - Crash rates KW - Crashes KW - Evaluation KW - Highway safety KW - Injuries KW - Landscape design KW - Medians KW - Sidewalks KW - Urban design UR - http://www.wsdot.wa.gov/research/reports/fullreports/636.1.pdf UR - http://ntl.bts.gov/lib/56000/56100/56161/WA-636.1.PDF UR - https://trid.trb.org/view/807188 ER - TY - RPRT AN - 01049391 AU - Maze, Thomas H AU - Wiegand, Jonathan AU - Iowa State University, Ames AU - Midwest Transportation Consortium AU - Federal Highway Administration TI - Lane Closure Policy Development, Enforcement, and Exceptions: A Survey of Seven State Transportation Agencies PY - 2007/02//Interim Report SP - 62p AB - Traffic volume increases and an aging infrastructure create the need for reconstruction, rehabilitation, and maintenance of existing facilities. As more motorists feel that delays should be minimal during highway renewal projects, lane closures that reduce capacity through the work zone should not create unreasonable delays. In order to facilitate the determination of when a lane closure is permitted during the day, some state transportation agencies (STAs) have developed lane closure policies, or strategies, that they use as guidance in determining daily permitted lane closure times. Permitted lane closure times define what times of the day, week, or season a lane closure is allowed on a facility and at a specific location or segment. This research addresses the lane closure policies of several STAs that were reputed to have good lane closures policies or strategies and that were selected by the project advisory committee for further research. These agencies include the following: California Department of Transportation (Caltrans); Colorado Department of Transportation (CDOT), Region 1 and Region 6; Indiana Department of Transportation (INDOT); Minnesota Department of Transportation (Mn/DOT), Metropolitan District; Missouri Department of Transportation (MoDOT); Ohio Department of Transportation (ODOT); and Wisconsin Department of Transportation (WisDOT). A survey was sent to each STA to help determine its actions with respect to the undocumented mechanics of the policy and to find some common ground for policy comparison. KW - California Department of Transportation KW - Colorado Department of Transportation KW - Highway maintenance KW - Indiana Department of Transportation KW - Lane closure KW - Minnesota Department of Transportation KW - Missouri Department of Transportation KW - Ohio Department of Transportation KW - Policy KW - Rehabilitation (Maintenance) KW - State departments of transportation KW - Strategic planning KW - Surveys KW - Traffic delays KW - Wisconsin Department of Transportation KW - Work zone traffic control UR - http://publications.iowa.gov/5088/ UR - http://ntl.bts.gov/lib/55000/55700/55730/2007-MAZE-LANE_CLOSURE.PDF UR - https://trid.trb.org/view/808895 ER - TY - RPRT AN - 01049325 AU - Sillars, David N AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Establishing Guidelines for Incentive/Disincentive Contracting at ODOT PY - 2007/02//Final Report SP - 118p AB - This report describes the results of a research project which explored the use of Incentive/Disincentive (I/D) contracting at the Oregon Department of Transportation (ODOT). The research found that I/D contracting is a relatively rare practice within ODOT. When I/D contracting occurs, the special provisions and parameters (such as setting incentive amounts) are managed on a centralized basis by a small group of individuals. These individuals have used engineering judgment to develop these provisions and parameters in an environment of little historical data. Most of the knowledge of I/D contracting resides with these individuals, and there is little summarized written information that others could use to also develop similar provisions and parameters. Nationally, there is a wide mix in the use of I/D contracting amongst the various departments of transportation (DOTs). FHWA and NCHRP have published reports that compile these experiences and provide recommendations for I/D contracting. This work at the federal level is the basis for the development of an ODOT methodology for identifying project conditions that could lead to the use of I/D contracts. ODOT’s Office of Project Delivery uses Operational Notices to document and disseminate operational procedures. A draft I/D Operational Notice is included in this report as a potential tool for implementation of the findings. Significant in I/D contracting is the establishment of the amount of the incentive (and disincentive). Previously published articles recommend that the incentive be set more than the “lower boundary” of contractor’s cost of the acceleration (plus a reasonable profit), but less than the “upper boundary” of the cost of the delay to the public. This latter “upper boundary” value is usually established through the calculation of Road User Costs (RUCs), which calculation is commonly performed by DOTs, including ODOT. The research discovered, however, that there is a lack of working-level techniques to establish the “lower boundary” of the contractor’s cost of acceleration plus reasonable profit. This research proposes a method of economic analysis in determining the contractor’s costs for acceleration. A model is developed that establishes the “lower boundary” and “upper boundary” parameters based on evaluations of contractors’ costs and RUC cost techniques. These boundaries in turn provide a range within which incentive amounts would be effective. While the model is demonstrated in Microsoft Excel, the calculation methodology could be performed on a standard form, calculator or a different spreadsheet program. The standardization of the process through defined methods and/or program templates provides a formal method and basis for determining effective values for incentives – leading to consistency and auditability. KW - Accelerated construction KW - Contracting KW - Costs KW - Disincentives KW - Economic analysis KW - Guidelines KW - Incentives KW - Oregon Department of Transportation UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Incentive_Disincentive.pdf UR - http://ntl.bts.gov/lib/40000/40500/40523/Incentive_Disincentive.pdf UR - https://trid.trb.org/view/808822 ER - TY - RPRT AN - 01047599 AU - Kerenyi, Kornel AU - Jones, J Sterling AU - Stein, Stuart AU - GKY and Associates, Incorporated AU - Federal Highway Administration TI - Bottomless Culvert Scour Study: Phase II Laboratory Report PY - 2007/02//Laboratory Report SP - 80p AB - Bottomless culverts are three-sided structures that use the natural channel for the bottom. These structures could be used to convey flows from one side of a highway to the other. As such, they are an environmentally attractive alternative to box, pipe, and pipe arch culvert designs. Bottomless culverts range in size from less than a meter (1.5 feet) to more than 10 meters (35 feet) in width. The failure of such a structure could have severe consequences similar to the failure of a bridge. On the other hand, since the cost of the foundation and scour countermeasures represents a significant portion of the cost of this type of structure, overdesign of these elements can add significantly to the cost of the project. Several dozen physical modeling configurations of bottomless culverts were tested, and the resulting scour at the entrance along the foundation and outlet was measured. Predictive equations for estimating scour depth were developed and compared to the Maryland State Highway Administration (MDSHA) methodology. These equations will provide guidance for the design of footing depths for bottomless culverts. The study was conducted in two phases. The first phase focused on measuring maximum scour depths at the culvert entrance and developing an analysis procedure using methods found in the literature to approximate prescour hydraulic parameters that drive the analysis. No fixed-bed experiments were conducted in the first phase to measure actual prescour hydraulic parameters. No submerged entrance experiments were conducted in the first phase. The second phase expanded the investigation to include scour measurements at the outlet, submerged entrance scour measurements, and detailed velocity and depth measurements with a prescour fixed bed at locations where maximum scour occurred. Additional tests were conducted to evaluate the use of various measures to reduce scour including wingwalls, pile dissipators, riprap, and cross vanes. KW - Equations KW - Footings KW - Laboratory tests KW - Mathematical prediction KW - Riprap KW - Scour KW - Three-sided culverts KW - Wingwalls UR - http://www.fhwa.dot.gov/publications/research/infrastructure/hydraulics/07026/07026.pdf UR - https://trid.trb.org/view/807156 ER - TY - RPRT AN - 01047593 AU - Houston, Nancy AU - Booz Allen Hamilton AU - Federal Highway Administration TI - Common Issues in Emergency Transportation Operations Preparedness and Response: Results of the FHWA Workshop Series PY - 2007/02//Final Report SP - 16p AB - Between May 2002 and June 2005, the Federal Highway Administration (FHWA) and Booz Allen Hamilton conducted workshops on Transportation Operations Preparedness and Response in 30 regions across the United States. The objectives of these workshops were to: 1. Increase participant awareness of the critical processes, issues, and activities that may arise during and following an emergency, and of the possible approaches for addressing them; 2. Enhance working relationships among personnel from multiple organizations responsible for emergency preparedness and response in each of the 30 regions; 3. Identify areas for improvement for transportation emergency response planning and readiness in each of the 30 regions and determine next steps to address these areas; and 4. Provide input to transportation emergency preparedness guidance material being prepared at the national level. This report consolidates the common issues identified during the 30 workshops. Issues are not presented in priority order, but rather have been grouped in common categories. The categories are as follows: Interagency Coordination and Communication; Emergency Operations; Equipment; Intelligent Transportation Systems (ITS); Mutual Aid; Threat Notification, Awareness, and Information Sharing; Policy; and Threat and Vulnerability. This is a companion document to the Best Practices in ETO Preparedness and Response: Results of the FHWA Workshop Series report (Dec. 2006) that identified potential solutions to issues that arose during the workshops and could be applied in other regions of the country. The Common Issues report highlights those issues that arose at several workshops but may not yet have had a solution, such as interoperable communications. KW - Communication KW - Data sharing KW - Disaster preparedness KW - Disasters and emergency operations KW - Emergency equipment KW - Emergency notification systems KW - Intelligent transportation systems KW - Interagency relations KW - Policy KW - Threats KW - Transportation operations KW - Vulnerability (Security) KW - Workshops UR - http://www.ops.fhwa.dot.gov/publications/etopr/common_issues/etopr_common_issues.pdf UR - https://trid.trb.org/view/807151 ER - TY - RPRT AN - 01047590 AU - Tia, Mang AU - Wu, Chung-Lung AU - Tapia, Patricio AU - Kumara, Wasantha AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - Evaluation of Feasibility of Using Composite Pavements in Florida by Means of HVS Testing PY - 2007/02//Final Report SP - 196p AB - The main objectives of this research are (1) to develop analytical models for analysis of the behavior of whitetopping (WT) pavements, (2) to evaluate the potential performance of the WT pavement test sections for use under Florida conditions, and (3) to assess the applicability of WT techniques for rehabilitation of asphalt pavements in Florida. A total of nine full-scale and instrumented WT test sections were constructed and tested using a Heavy Vehicle Simulator (HVS). A 3-D finite element model was developed to analyze the behavior of the WT pavement test sections. The model was verified and calibrated using the measured falling weight deflectometer (FWD) deflections and HVS load-induced strains from the test sections. The model was then used to evaluate the potential performance of these test sections under a typical critical temperature-load condition in Florida. Maximum stresses in the pavement were computed for the critical condition when a 24-kip single axle load (which is higher than the legal limit of 22 kips in Florida) was placed at the mid-edge of the slab (which is the most critical loading position) and when the temperature differential in the concrete slab was +20 deg F (which is a typical severe temperature condition in the summertime in Florida). Based on the computed maximum stresses in the concrete, the expected numbers of repetitions of the 24-kip single axle loads at the critical thermal condition were computed for the nine test sections. The results show that with a relatively thin asphalt concrete (AC) layer of 4.5 in. as typical for Florida conditions, a WT pavement with a 4-in. concrete layer can be used for low volume roads with heavy (24-kip single axle) loads. The allowable traffic volume increases as the concrete slab thickness increases. In order to be able to withstand the critical load without fear of fatigue failure (for an infinite number of critical load repetitions), a minimum slab thickness of 6 in. would be needed for a joint spacing of 4 ft, and a minimum slab thickness of 8 in. would be needed for a joint spacing of 6 ft. KW - Asphalt pavements KW - Composite pavements KW - Deflection KW - Falling weight deflectometers KW - Finite element method KW - Florida KW - Heavy vehicle simulators KW - Joint spacing KW - Low volume roads KW - Mathematical models KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Single axle loads KW - Strain (Mechanics) KW - Stresses KW - Temperature KW - Temperature differential KW - Test sections KW - Thickness KW - Whitetopping UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BD545_13_rpt.pdf UR - https://trid.trb.org/view/807118 ER - TY - RPRT AN - 01047589 AU - Chavez, Eric AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Hot Mix Asphalt Gradation Acceptance: Review of QC/QA Data 2000 Through 2005 PY - 2007/02//Final Report SP - 138p AB - This report analyzes the Quality Control/Quality Assurance (QC/QA) data for hot mix asphalt using gradation acceptance awarded in the years 2000 through 2005. Analysis of the overall project performance is accomplished by reviewing the Calculated Pay Factor Composite (CPFC) and Incentive/Disincentive Payments (I/DP) calculations. A detailed analysis of each of the test elements (mat density, percent asphalt, gradation, and joint density) is also presented in tables, figures, and sub-reports. Various data groupings are used to evaluate the data including year, region, and grading. Improvements can be measured in the hot mix asphalt results from 2001 through 2005. The overall results when reviewing the CPFC calculations show an improvement of 0.7% over the five years. The quality levels for each of the individual elements have all increased. Asphalt content has a calculated improvement of 2.36% in quality levels over the five-year time period. The overall quality level for this element is 91.53%. Mat density showed an improvement of 1.71% in quality levels over the five-year time period. This element has consistently had the best reported quality levels. The average quality level over the last five years for this element is 93.28%. The gradation element showed more improvement than either asphalt content or mat density. The quality levels for this element improved by 3.53% over the last five years. However, this element has had reported quality levels that were lower than those reported in the asphalt content and mat density elements. The five-year average quality level for this element is 87.80%. Joint density has been a testing requirement since 2003. This element has shown very good improvement over the three-year time period. The quality levels have improved by a calculated amount of 7.66% in three years. The three-year average quality level for this element is 86.06%. The pay factors for each of the elements have also increased. The results for 2005 show the highest pay factors in each of the elements for any year. On average, incentive payments of 3.1%, 3.4%, and 1.9% were paid on the asphalt content, mat density, and gradation elements, respectively, in 2005. The pay factor for joint density has shown good improvement in the three years. The pay factor in 2005 was just slightly under the neutral mark of 1.0. Approximately half of the projects received an incentive on this element in 2005. Improvements can also be seen when evaluating the data by grading. Both grading S and SX have shown improvements in all of the test elements. KW - Acceptance tests KW - Asphalt content KW - Disincentives KW - Gradations KW - Hot mix asphalt KW - Incentives KW - Joint density KW - Mat density KW - Pay factors KW - Payment KW - Quality assurance KW - Quality control UR - http://www.dot.state.co.us/Publications/PDFFiles/gradation%2007.pdf UR - https://trid.trb.org/view/807144 ER - TY - RPRT AN - 01047588 AU - Outcalt, William AU - Colorado Department of Transportation AU - Federal Highway Administration TI - DuraFlex Curb PY - 2007/02//Final Report SP - 23p AB - DuraFlex Curb, an erosion control alternate for timber, concrete, or bituminous curbing placed with guardrail, has been submitted for consideration for the Colorado Department of Transportation (CDOT) Approved Products List (APL). DuraFlex Curb is made of high density polyethylene (HDPE) in an “L-shape.” The vertical arm of the “L” provides a 6-in. high vertical section placed at the face of the guardrail posts. The 18-in. wide horizontal arm sits flat on the existing pavement and is overlaid with hot mix asphalt. Projects on US-24 in Region 2 and on US-50 in Region 5 were selected for evaluation. On US-24 approximately 1000 ft of the DuraFlex Curb were placed in two 500-ft test sections. On US-50 approximately 2000 ft of DuraFlex Curb were installed. On the US-50 project approximately 7000 ft of composite lumber curb were installed for evaluation also. This report evaluates the performance of the two products in comparison to lumber curb. In rural locations, where curb is needed along the edge of the pavement to control erosion, DuraFlex Curb or composite lumber curb may provide a weather resistant replacement for lumber curb. However, evaluation for expected water flow and geometry is recommended for each site. The site on US-50 was not suitable for DuraFlex, composite lumber, or lumber curb. KW - Colorado KW - Comparative analysis KW - Composite materials KW - Curbs KW - Erosion control KW - High density polyethylene KW - Lumber KW - New products KW - Rural areas KW - Test sections UR - http://www.dot.state.co.us/Publications/PDFFiles/duraflex.pdf UR - https://trid.trb.org/view/807141 ER - TY - RPRT AN - 01047571 AU - Hrdlicka, Gina M AU - Tandon, Vivek AU - Prozzi, Jorge AU - Smit, Andre AU - Yildrim, Yetkin AU - University of Texas, El Paso AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Binder Tests for Identifying Rutting and Cracking Potential of Modified Asphalt Binders PY - 2007/02//Technical Report SP - 84p AB - To minimize premature failures, the Strategic Highway Research Program (SHRP) proposed binder tests that can identify poorly performing binders. To meet new performance grade specifications, a modifier is typically added to the binder. Occasionally, state highway agencies specify a particular modifier type and modifier content to be included in the binder. However, the specified asphalt binder or tests do not necessarily identify the presence of modifiers. Therefore, the focus of the research was to identify a suitable binder test that can detect the presence of modifier and rutting and cracking potential of hot mix asphalt concrete. In addition, the purpose of the study was to identify whether a particular modifier is better in comparison to the other available modifiers or if they provide similar performance. KW - Asphalt modifiers KW - Bituminous binders KW - Cracking KW - Hot mix asphalt KW - Performance grades KW - Performance tests KW - Rutting KW - Specifications KW - Strategic Highway Research Program UR - http://ntis.library.gatech.edu/handle/123456789/9301 UR - https://trid.trb.org/view/807056 ER - TY - RPRT AN - 01047570 AU - Sugandh, Rajpal AU - Zea, Manuel AU - Tandon, Vivek AU - Smit, Andre AU - Prozzi, Jorge AU - University of Texas, El Paso AU - Texas Department of Transportation AU - Federal Highway Administration TI - Performance Evaluation of HMA Consisting of Modified Asphalt Binder PY - 2007/02//Technical Report SP - 122p AB - To achieve Strategic Highway Research Program (SHRP) specified Performance Grade (PG) grades, refineries make use of modifiers to enhance the properties of base asphalt. Even though modified binders may meet PG specifications, some perform better than others. This can be attributed to binder/hot mix asphalt (HMA) tests inability in consistently identifying the problems with the binders especially if the modifier is added to the binder. Therefore, it is necessary to identify a binder/HMA test that can consistently predict performance. The research performed for SHRP has significantly increased the understanding of HMA mix behavior among national and international highway-related agencies, which has resulted in an increase in the number of mixes available for placement. The increase in mix types makes it difficult for designers to select the appropriate mix for a given application. Therefore, it is necessary to have a HMA selection guideline. To achieve the objectives of this study, a survey was conducted to identify commonly placed mix and modifier types and logic followed in selection of mixes. Based on survey results, three mixes (Type D, CMHB-C, and PFC) were selected. In addition, the four modifier types: SBS, SBR, TR, and Elvaloy were selected and evaluated. The evaluation results and recommendations are included in this report. KW - Asphalt modifiers KW - Bituminous binders KW - Hot mix asphalt KW - Performance grades KW - Performance tests KW - Strategic Highway Research Program UR - http://ntis.library.gatech.edu/handle/123456789/9312 UR - https://trid.trb.org/view/807053 ER - TY - RPRT AN - 01047566 AU - Fridley, Kenneth J AU - Ma, Zhiyuan AU - University of Alabama, Tuscaloosa AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Reliability-Based Design of Seismic Retrofit for Bridges PY - 2007/02//Final Research Report SP - 38p AB - This research focused on developing reliability-based seismic retrofit assessment procedures for highway bridge columns. Fragility curves were developed to assess the relative performance of various retrofit methods considering several limit states. Analytical fragility curves are developed from scaled earthquake records and structural response models. A simplified, single-degree-of-freedom (SDOF) structural model was assumed to reasonably represent the structural response of the bridge columns for this research. The structural configuration, geometry, and properties of the bridge columns came from Washington State Department of Transportation standard bridge designs. Scaled earthquake data were used to calculate the displacement history during the prescribed earthquakes, and structural displacement, ductility and dissipated energy were determined to calculate damage indices (DI). Various retrofit methods were selected from the literature. For the retrofitted cases, different degrees of increase in mass, stiffness, damping, and ductility were taken from the literature, over those of the un-retrofitted structure. KW - Bridge design KW - Columns KW - Degrees of freedom KW - Displacement (Structural) KW - Dissipation KW - Ductility KW - Earthquake damage KW - Earthquake resistant design KW - Earthquakes KW - Fragility curves KW - Reliability KW - Retrofitting KW - Structural models KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/664.1.pdf UR - https://trid.trb.org/view/807033 ER - TY - RPRT AN - 01046425 AU - Hoppe, Edward J AU - Lundy, Larry J AU - Schinkel, Thomas J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Implementation of an Automated Test Setup for Measuring Electrical Conductance of Concrete PY - 2007/02//Final Report SP - 11p AB - This project was designed to provide the Virginia Department of Transportation (VDOT) with an automated laboratory setup for performing the rapid chloride permeability test (RCPT) to measure the electrical conductance of concrete in accordance with applicable standards. As an increasing number of construction projects is becoming subject to concrete permeability acceptance testing, there is a growing need for conducting laboratory RCPT in a timely and expedient manner. Typically, concrete cylinders arrive at VDOT’s materials laboratory in large batches, sometimes more than 100 units at a time. This often results in backlogs in processing and leads to considerable delays. The lack of commercially available test equipment created a need to develop an automated device that could expedite large scale production testing. The Virginia Transportation Research Council was contacted to provide technical assistance. This report describes the practical implementation of a workable RCPT device. An automated laboratory setup for conducting RCPTs was developed and implemented at VDOT. The microprocessor-controlled device is capable of unattended measurement and monitoring of up to 32 concrete specimens at a time in accordance with American Association of State Highway and Transportation Officials (AASHTO) and ASTM test methods. The device is based on the Campbell Scientific CR10X Datalogger interfaced with the Campbell Scientific AM16/32 Multiplexer. Date- and time-stamped test records are stored electronically in ASCII format. As there are no commercially available devices with a comparable function, it is difficult to assess the initial cost of development and setup. There are, however, substantial cost savings associated with the operation of this device. It is estimated that the resultant savings are equivalent to the costs of one full-time technician position in VDOT’s materials laboratory. These costs are approximately $46,000 per year, accounting for salary and benefits. KW - Acceptance tests KW - Automated test setup KW - Concrete KW - Concrete cylinders KW - Construction projects KW - Costs KW - Dataloggers KW - Electric current KW - Electrical conductance KW - Laboratory tests KW - Permeability KW - Rapid chloride permeability test UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/07-r21.pdf UR - http://ntl.bts.gov/lib/37000/37300/37374/07-r21.pdf UR - https://trid.trb.org/view/806281 ER - TY - RPRT AN - 01046418 AU - Grimes, Matthew C AU - Howe, Roger W AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Identification of Potential Fee Structures for Land Development Reviews by the Virginia Department of Transportation PY - 2007/02//Final Report SP - 69p AB - This report describes an effort to determine the costs incurred by the Virginia Department of Transportation (VDOT) when reviewing land development proposals, such as traffic impact studies, comprehensive plan amendments, rezonings, and subdivision and site plans. Cost estimates were derived from a survey of land development staff from VDOT’s districts and residencies who perform the reviews on a regular basis. The VDOT reviewers who participated in the survey were shown actual land development proposals taken from the archives of VDOT’s Culpeper District Office and asked to provide an estimate of how long it would take to review each proposal. The resulting estimates suggest that a review of even a relatively simple land development proposal will cost more than $1,000, which at the time of this writing is the statutory fee cap. The report, therefore, recommends that $1,000 be used as the fee for review of a land development proposal. The report also recommends that additional studies be conducted to develop a fee schedule that is fair and easy to administer and that recovers most of the costs VDOT incurs in performing reviews of land development proposals. KW - Costs KW - Fees KW - Impact studies KW - Land use KW - Proposals KW - Real estate development KW - Site plan reviews KW - Subdivisions KW - Transportation planning KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/07-r20.pdf UR - http://ntl.bts.gov/lib/37000/37300/37375/07-r20.pdf UR - https://trid.trb.org/view/806267 ER - TY - RPRT AN - 01046217 AU - Graybeal, Benjamin A AU - PSI, Incorporated AU - Federal Highway Administration TI - Flexural Capacity of Fire-Damaged Prestressed Concrete Box Beams PY - 2007/02//Final Report SP - 35p AB - A gasoline tanker truck fire caused significant damage to an adjacent member box-beam bridge in southwestern Connecticut. It was unclear whether the type of damage that these box beams experienced was sufficient to critically impair the structure’s ability to serve its intended purpose. Four of the beams were removed from the bridge and were loaded in flexure to failure. These tests indicated that each of the beams retained sufficient flexural capacity to resist a 1,572 kN-m (1,160 kip-ft) moment prior to ultimate flexural failure. This value is greater than the rated ultimate flexural capacity of each beam. As such, it seems that these beams had sufficient remaining flexural capacity to serve their intended purpose in the immediate aftermath of the fire. The long-term viability of these beams is more questionable. The visual and petrographic examinations indicated that the damage to the bottom flange concrete was sufficient to allow pathways through the concrete to the depth of the bottom strands. Therefore, it is possible that fire may have acted to allow for the accelerated deterioration of the superstructure and thus decreased the long-term flexural capacity of the bridge. KW - Box beams KW - Bridge superstructures KW - Concrete bridges KW - Connecticut KW - Damage (Bridges) KW - Deterioration KW - Fire KW - Flanges KW - Flexural capacity KW - Flexural strength KW - Laboratory tests KW - Load tests KW - Petrography KW - Prestressed concrete UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/07024/index.cfm UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/07024/index.cfm UR - https://trid.trb.org/view/806369 ER - TY - RPRT AN - 01045898 AU - Bonneson, James A AU - Zimmerman, Karl H AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Procedure for Using Accident Modification Factors in the Highway Design Process PY - 2007/02//Product SP - 40p 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 describes a procedure for using accident modification factors in the highway design process. Application of the procedure entails the use of several factors, where each factor addresses one specific design element (such as lane width, shoulder width, curve radius, etc.). Collectively, the factors can be used to estimate the effect of a change in one or more design elements. The procedure can be used to evaluate the safety benefits associated with alternative geometric designs. KW - Accident modification factors KW - Geometric design KW - Guidelines KW - Highway design KW - Highway safety KW - Project development KW - Safety management UR - http://tti.tamu.edu/documents/0-4703-P5.pdf UR - https://trid.trb.org/view/805685 ER - TY - RPRT AN - 01045896 AU - Balke, Kevin AU - Songchitruksa, Praprut AU - Liu, Hongchao AU - Brydia, Robert AU - Jasek, Deborah L AU - Benz, Robert Joseph AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Concepts for Managing Freeway Operations during Weather Events PY - 2007/02//Technical Report SP - 182p AB - The goal of this research was to help the Texas Department of Transportation (TxDOT) develop a structured, systematic approach for managing traffic during weather events. The focus in this research project was on common weather events – such as fog, high winds, heavy rains, and snow and ice storms – that impact traffic operations day-to-day. First, the authors conducted a survey of selected TxDOT districts to determine what information traffic management center (TMC) operators need to manage traffic operations during weather events. Through a review of the existing literature, the authors assessed systems and technologies that other states have deployed to manage traffic during weather-related events. They reviewed the current state of weather-related detection and monitoring technologies. Using historical traffic detector and weather information, they assessed the magnitude of the impact of different weather events on traffic operations. Using all this information, the authors developed concepts of operations for how TMC operators should respond to different types of weather-related events, including limited visibility conditions, ponding and flash flooding, high winds, severe thunderstorms, tornados, and winter storms. They developed a catalog of advisory, control, and treatment strategies (or ACTS) that operators could use to manage traffic operations during weather events. Specific criteria outline when TxDOT TMC operators should implement different types of responses. The authors proposed messages that TxDOT TMC operators can use on dynamic message signs (DMSs) to achieve different advisory and control strategies for different types of weather events. Finally, the authors provided a framework that TxDOT can use to integrate weather information from the National Weather Service and other private weather providers into its TMC operations software. KW - Detectors KW - Flash floods KW - Fog KW - Freeway operations KW - Highway traffic control KW - Ice storms KW - Impact studies KW - Information needs KW - Literature reviews KW - Messages (Communications) KW - Monitoring KW - Rain KW - Snowstorms KW - Thunderstorms KW - Tornadoes KW - Traffic control centers KW - U.S. National Weather Service KW - Variable message signs KW - Weather conditions KW - Wind UR - https://trid.trb.org/view/805691 ER - TY - RPRT AN - 01045894 AU - Meyer, Michael D AU - Cambridge Systematics, Incorporated AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - U.S. Domestic Scan Program: Best Practices in Transportation Asset Management PY - 2007/02//Scan-Tour Report SP - 182p AB - The purpose of this scan was to identify best case examples of the application of asset management principles and practice in U.S. transportation agencies. The scan was sponsored by American Association of State Highway and Transportation Officials (AASHTO), the Federal Highway Administration (FHWA), and the National Cooperative Highway Research Program (NCHRP). The scan participants included FHWA officials, representatives from state transportation agencies in Michigan, North Carolina, Ohio, Oregon, and Vermont, a university professor in transportation engineering and planning, and a consultant support staff. The scan team met with a range of organizations, including: State transportation agencies (Florida, Michigan, Minnesota, Ohio, Oregon, and Utah); A city transportation department (Portland, Oregon); Two metropolitan planning organizations (the Southeast Michigan Council of Governments in Detroit and the Grand Valley Metropolitan Council in Grand Rapids, Michigan); Two county transportation departments (Hillsborough County, Florida and Kent County, Michigan); A tollway authority (Florida’s Turnpike Enterprise); and Two statewide asset management associations (the Michigan Transportation Asset Management Council and the Pacific Northeast Asset Management User Group, Oregon). Specific questions relating to different aspects of the agency’s experience with asset management were sent to each agency beforehand. In most cases, the scan team received written responses to these questions, and in all cases, the scan team obtained information from interviews with key staff members at each site. The agencies visited exhibited various stages of evolution in their application of asset management to their transportation decision-making process. Both the Michigan and Ohio Departments of Transportation (DOTs), for example, have a comprehensive and sophisticated approach to asset management that has been integrated throughout their respective organizations. Other agencies, such as the Oregon and Utah DOTs, have not yet reached the levels found in Michigan and Ohio, but have adopted innovative and successful approaches that will allow them to reach such levels in the next few years. Thus, the observations presented in this report should be understood in the context that not all agencies visited were at the same stage of development of their respective asset management process. Briefly stated, the results of the site visits cover the following: (1) a 'preservation first' strategy for investment priorities; (2) an asset management champion(s); (3) existence of an asset management process instrumental in securing additional dollars from the legislature; (4) adoption of investment principles that are based on life-cycle costing; (5) performance measures guiding investment decisions throughout an organization; (6) scenario analysis showing the consequences of performance measures; (7) many different organizational models for asset management; (8) cross organization coordination of asset management process; (9) organizational self assessment; (10) risk analysis; (11) data quality and cost-effective data collection strategies; (12) customer orientation; (13) new technologies for data collection; and (14) in-house or private contract for long-term maintenance. KW - Asset management KW - Best practices KW - Cities KW - Coordination KW - Counties KW - Customer-oriented management KW - Data collection KW - Data quality KW - Decision making KW - Florida Department of Transportation KW - Florida Turnpike Enterprise KW - Grand Valley Metropolitan Council (Grand Rapids, Michigan) KW - Hillsborough County (Florida) KW - Investments KW - Kent County (Michigan) KW - Leadership KW - Life cycle costing KW - Maintenance practices KW - Metropolitan planning organizations KW - Michigan Department of Transportation KW - Michigan Transportation Asset Management Council KW - Minnesota Department of Transportation KW - Ohio Department of Transportation KW - Oregon Department of Transportation KW - Performance measurement KW - Portland (Oregon) KW - Risk analysis KW - Self assessments KW - Southeast Michigan Council of Governments KW - State departments of transportation KW - Strategic planning KW - Study tours KW - Toll operating authorities KW - Transportation departments KW - Transportation planning KW - United States KW - Utah Department of Transportation UR - http://domesticscan.org/wp-content/uploads/2010/06/NCRHP2068_Domestic_Scan_TAM_Final_Report.pdf UR - http://onlinepubs.trb.org/onlinepubs/trbnet/acl/NCRHP2068_Domestic_Scan_TAM_Final_Report.pdf UR - https://trid.trb.org/view/805731 ER - TY - RPRT AN - 01045892 AU - Bonneson, James A AU - Lord, Dominique AU - Zimmerman, Karl H AU - Fitzpatrick, Kay AU - Pratt, Michael P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of Tools for Evaluating the Safety Implications of Highway Design Decisions PY - 2007/02//Technical Report SP - 144p 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 summarizes the research conducted and the findings for the initial three years of the project. This research included a review of the TxDOT design and safety evaluation process, identification of the safety information sources and needs, identification of the data needed to use selected safety evaluation tools, assessment of the applicability of accident modification factors for design evaluation, and calibration of selected safety evaluation tools for Texas application. KW - Decision making KW - Geometric design KW - Guidelines KW - Highway design KW - Highway planning KW - Highway safety KW - Safety management UR - http://tti.tamu.edu/documents/0-4703-4.pdf UR - https://trid.trb.org/view/805678 ER - TY - RPRT AN - 01045887 AU - Chrysler, Susan T AU - Williams, Alicia A AU - Funkhouser, Dillon S AU - Holick, Andrew James AU - Brewer, Marcus A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Driver Comprehension of Diagrammatic Freeway Guide Signs PY - 2007/02//Technical Report SP - 236p AB - This report contains the results of a three-phase human factors study which tested driver comprehension of diagrammatic freeway guide signs and their text alternatives. Four different interchange types were tested: left optional exit, left lane drop, freeway to freeway split with optional center lane, and two lane right exits with optional lanes. Three phases of the project tested comprehension by using digitally edited photographs of advance guide signs in freeway scenes. Participants viewed a computer slideshow in which slides were shown for only three seconds to simulate a single driver eye glance at a sign. All signs were mounted overhead in the photographs. Participants were provided a route number and city name as a destination that could be reached either by the through route or the exit route. They indicated which lane or lanes they would choose to reach the given destination. The fourth phase of the study used a fixed-base driving simulator which presented full sign sequences consisting of two advance guides and one exit direction sign. Performance measures were distance from the gore at which required lane changes were made and number of unnecessary lane changes made. Results showed that for the left exits the standard text-only signs performed equal to or better than the diagrammatic signs. This performance was true for left lane drops also. For the right exit with optional lane, the standard text signs did well, as did the diagrammatic signs. For freeway-to-freeway splits, standard text signs with two arrows over the optional lane performed better than either style of diagrammatic sign. This report also contains an extensive literature review of previous work in the area, a discussion of testing methodology, and suggestions for future research. KW - Arrows (Signs) KW - Comprehension KW - Diagrammatic signs KW - Driving simulators KW - Freeway exits KW - Freeway-to-freeway splits KW - Freeways KW - Future research KW - Guide signs KW - Human factors KW - Interchanges KW - Lane drops KW - Left freeway exits KW - Literature reviews KW - Two lane freeway exits UR - http://tti.tamu.edu/documents/0-5147-1.pdf UR - https://trid.trb.org/view/805694 ER - TY - RPRT AN - 01045884 AU - Bochner, Brian S AU - Zietsman, Josias AU - Villa, Juan Carlos AU - Luskin, David M AU - Hallett, Ian AU - Walton, C Michael AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Promoting Local Participation on Transportation Improvement Projects: Research Report PY - 2007/02//Technical Report SP - 114p AB - The Texas Department of Transportation's (TxDOT’s) statewide transportation program has been planned to meet projected transportation needs across the state. However, available financial resources are not sufficient to fully fund the desired program. The 2003 legislature created additional tools and funding. One of the major untapped potential sources is local funding. TxDOT seeks to increase local funding participation in its projects. TxDOT desires to attract local partners — both public and private sector — to participate in its projects by demonstrating economic and other benefits of major transportation projects to local areas. This project has developed lists and examples of a variety of transportation project partnerships. It has also identified economic and other benefits that result from major transportation projects, estimation methods to quantify the economic and other benefits, and existing and innovative funding sources for local entities. In addition, it produced guidebooks to promote project partnering and to select methods to estimate economic impacts of major transportation projects. Supporting brochures, a presentation, and sample project prospectus components were also produced. This research report summarizes the background information developed for this project. It is accompanied by other reports, including "Guidelines for Transportation Project Partnering: Promoting Local Participation on Transportation Improvement Projects" (0-5025-P5) and "Guidebook for Economic Benefit Estimation" (0-5025-P1). KW - Benefits KW - Economic benefits KW - Financing KW - Partnerships KW - Public private partnerships KW - State transportation improvement program KW - Texas Department of Transportation KW - Transportation improvement projects UR - https://trid.trb.org/view/805688 ER - TY - RPRT AN - 01045520 AU - Ozbay, Kaan AU - Holguin-Veras, Jose AU - New York State Department of Transportation AU - University Transportation Research Center AU - Federal Highway Administration TI - Operational Analysis Technical Guidance & Support PY - 2007/02//Task 1, Literature Search SP - 39p AB - In recent years computer simulation has become one of the most widely used and powerful tools in providing synthetic versions of highway traffic. Traffic simulation allows us to understand the current network characteristics, and predict the likely impact of the desired system under various demands and network conditions, where physical experimentation is difficult or often impossible. In this context, computer simulation is a very helpful offline tool for testing the proposed system components prior to implementation. It is clearly a cheaper and quicker way to analyze the effectiveness and the potential benefits of any proposed systems. With the advent of computer technology traffic simulation has developed from a research tool of limited group of experts to a widely used technology in the research, planning, demonstration and development of traffic systems. Today, many available software packages can simulate network traffic flow under short and long-term variations in travel demand, under various random events such as road closures, incidents, route diversions, and can also collect detailed results on vehicle delays, link travel time, stop time, etc. The common traffic simulation software packages are either based on microscopic or macroscopic simulation models. These use either stochastic or deterministic approach. With the increasing use of roundabouts in traffic system, many simulation software packages have been developed that are dedicated exclusively for roundabout design and analysis. The commonly used software packages in the market have been discussed here with context to their use in designing roundabouts, along with the commercial software packages for roundabouts only. KW - Literature reviews KW - Macroscopic traffic flow KW - Microscopic traffic flow KW - Operational analysis KW - Planning KW - Research KW - Roundabouts KW - Simulation KW - Software packages KW - Technology KW - Testing KW - Traffic KW - Traffic analysis KW - Traffic delays KW - Traffic flow KW - Travel demand KW - Travel time UR - http://www.utrc2.org/research/assets/92/operations1.pdf UR - https://trid.trb.org/view/805051 ER - TY - RPRT AN - 01045499 AU - McGowen, Patrick AU - Johnson, Jerry AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - Habitat Connectivity and Rural Context Sensitive Design: A Synthesis of Practice PY - 2007/02//Final Report SP - 52p AB - This report looks at context sensitive design/context sensitive solutions (CSD/CSS) in a rural setting relating to habitat connectivity, roadside aesthetics, and land use planning. It investigates programmatic procedures used by selected states in implementing and guiding CSD/CSS. Specifically, how can states prioritize design options in a CSD/CSS context so as to maximize the return (e.g., CSD/CSS benefits) on the limited funding for construction and maintenance? It also provides some examples of CSD/CSS design elements and specific case studies. KW - Aesthetics KW - Case studies KW - Construction KW - Context sensitive design KW - Context sensitive solutions KW - Habitat (Ecology) KW - Land use planning KW - Maintenance KW - Rural areas KW - Synthesis of practice UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/habitat/final_report.pdf UR - https://trid.trb.org/view/804967 ER - TY - RPRT AN - 01045497 AU - Keidel-Adams, Pam AU - Arnold, Sarah AU - Nickum, Randy AU - Maynard, Mike AU - Orthmeyer, Tim AU - Adams, Gary AU - Wilbur Smith Associates AU - Montana Department of Transportation AU - Federal Highway Administration TI - Montana Air Service: Opportunities and Challenges PY - 2007/02//Final Report SP - 303p AB - This report analyzes the challenges facing Montana’s commercial service airports and outlines the opportunities for air service and air cargo development. There are 15 commercial service airports in the state. Before opportunities could be recognized, this report researched various airport, state, and industry trends including historic and current service by airport; socioeconomic trends; impact of federal initiatives; airline bankruptcies and mergers; airline operating costs; low-fare carrier impact; and limitations of and changes to the Essential Air Service program. Current air passenger leakage at Montana airports was quantified and future passenger demand was estimated. The challenges to improving air service in Montana include the overlap of air service market areas, limited population, the current state of the airline industry, and the distance to hub airports. Realistic air service and air cargo opportunities are recommended in the form of a state marketing strategy. Statewide recommendations include developing a statewide air service committee, funding an air service development program, providing airport assistance, and creating a policy statement. Individual airport recommendations include establishing local catalyst and air service task force, working with current carriers, educating the community, and pursuing new air service opportunities. KW - Air cargo KW - Air transportation KW - Air transportation policy KW - Airports KW - Challenges KW - Commercial service airports KW - Financing KW - Industries KW - Marketing KW - Montana KW - Opportunities KW - Passenger demand KW - Passengers KW - Socioeconomic factors KW - Strategic planning UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/airchallenge/final_report.pdf UR - https://trid.trb.org/view/805020 ER - TY - RPRT AN - 01045431 AU - Kranc, S C AU - Yalcin, Ali AU - Tsalatsanis, Athanasios AU - Collier, Nathan O AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - The Efficacy of Utility Database Management PY - 2007/02//Final Report SP - 149p AB - This report details a study of information technology solutions to the challenge of maintaining an ongoing record of utilities facilities installations for the Florida Department of Transportation. A geospatial data management system with graphical capabilities was investigated. Recommendations for the development of such a system were made. A preliminary benefit/cost analysis indicates that the system will be productive and effective. KW - Benefit cost analysis KW - Database management systems KW - Efficacy KW - Facilities KW - Florida KW - Geodatabase KW - Geospatial data KW - Information technology KW - Public utilities UR - http://www.fdot.gov/research/Completed_Proj/Summary_RD/FDOT_BD544_27rpt.pdf UR - https://trid.trb.org/view/805466 ER - TY - RPRT AN - 01043631 AU - Krugler, Paul E AU - Chang-Albitres, Carlos M AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of Content for a Flexible Pavement Forensics Knowledge Management System PY - 2007/02//Technical Report SP - 112p AB - This report documents a cooperative effort to gather and make available information about flexible pavement forensics methods and the valuable knowledge that has resulted from forensic studies of flexible pavements over the past several decades in Texas. The gathered information is provided to the Texas Department of Transportation (TxDOT) for placement into TxDOT’s internal knowledge management system. A glossary of flexible pavement forensic-related terms was developed and used in a systematic manner to properly and consistently associate key words with the information documents being stored. KW - Flexible pavements KW - Forensic science KW - Knowledge management KW - Texas UR - https://trid.trb.org/view/803687 ER - TY - RPRT AN - 01089492 AU - Freightliner LLC AU - Federal Highway Administration TI - Electronically Controlled Braking Systems (ECBS) Intelligent Vehicle Initiative Field Operational Test. Combined Templates 2 and 3: Mixed and Optimized Tractor-Trailer PY - 2007/01/31/Final Report SP - 359p AB - In 2003, a team led by Freightliner LLC was selected and contracted to undertake a field operational test (FOT) of electronically controlled braking systems (ECBS). An improved understanding of the following safety technologies was to be developed and demonstrated: ECBS on tractors and trailers; ECBS-based and ABS-based adaptive cruise control (ACC) on tractors with active braking; Yaw stability control on tractors; Roll stability control (RSC) on tractors and trailers; and Air disc brakes (ADB) on tractors and trailers. The team conducted two parallel tests or "templates" operating from a WalMart distribution center in Loveland, Colorado. The two FOT templates were: Template 2: Mixed Tractor-Trailer, which fielded 40 Freightliner tractors and 60 Great Dane trailers to evaluate the compatibility and performance of tractors and trailers equipped with different braking systems; and Template 3: Optimized or Matched Tractor-Trailer, which fielded eight Freightliner tractors and 40 Great Dane trailers to evaluate tractor-trailer combinations equipped with ECBS (from the same manufacturer) and advanced safety systems enabled by the ECBS, including ACC with active braking, electronic stability control (ESC), and roll stability support (RSS). This document is the final report for the FOT. It provides a summary of activities during the design, preparation, and implementation phase of the program as well as the outcomes of the field test. It includes summaries of the technologies under evaluation, as well as many details related to conducting a large-scale FOT including data collection, data management, and data validation. The analysis of the data collected is beyond the scope of this report; it will be performed and reported separately. KW - Air brakes KW - Antilock brake systems KW - Autonomous intelligent cruise control KW - Braking performance KW - Data collection KW - Data management KW - Data validation KW - Electronic stability control KW - Electronically controlled braking systems KW - Field tests KW - Intelligent Vehicle Initiative KW - Roll stability KW - Tractor trailer combinations KW - Trailers KW - Truck tractors KW - Yaw UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14359.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14359_files/14359.pdf UR - https://trid.trb.org/view/849896 ER - TY - ABST AN - 01462924 TI - LRFD Design and Construction of Shallow Foundations for Highway Bridge Structures AB - Shallow foundations are used for a large percentage of bridges, retaining walls, and other transportation structures. Research is needed to develop reliability-based resistance factors and to incorporate those factors into design specifications. Transportation agencies across the nation will be using these specifications. LRFD design specifications for shallow foundations of highway structures should be developed using a reliability-based calibration procedure, consistent with the calibration of load and resistance factors for bridge superstructures. Load and resistance factors should account for uncertainties related to load combinations, site conditions, soil and rock type and properties, and methods of testing and analysis. It is believed that resistance factors for shallow foundations in Section 10 of the current AASHTO LRFD Bridge Design Specifications do not satisfy these requirements. The objective of this project was to develop recommended changes to Section 10 of the AASHTO LRFD Bridge Design Specifications for the strength limit state design of shallow foundations. KW - Bridge design KW - Bridges KW - Calibration KW - Design build KW - Foundations KW - Highways KW - National Cooperative Highway Research Program KW - Specifications KW - Structures UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=730 UR - https://trid.trb.org/view/1231149 ER - TY - RPRT AN - 01118680 AU - Brewer, Wilson AU - Giebler, Jason AU - Myers, Daniel AU - Curb, Ron AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Trinity Cable Safety System PY - 2007/01/30/Final Report SP - 44p AB - Cable Safety System (CASS(Trademark)) is being tested by the Oklahoma Department of Transportation (ODOT) along I-35 in McClain County. CASS(Trademark) will be compared with two other systems approved by ODOT. Using C-shaped posts and tensioned cables, CASS(Trademark) is designed to assist in preventing head-on collisions by capturing and redirecting errant vehicles that would other wise traverse the median or a roadway. The system consists of three 3/4" 3x7 pre-stretched cables held by 4"x2"x8 gauge mild steel C-channel posts. The post spacing, however, varied with the product; the other produces used approximately, 8 to 10 feet spacing, while the CASS(Trademark) was constructed with a tighter spacing of approximately 6 feet between posts. Since installation, no vehicles have passed through the barrier. KW - Barriers (Roads) KW - Cables KW - Guardrails KW - Highway safety UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/fhwa-ok0701.pdf UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/fhwa-ok0701trdp.pdf UR - https://trid.trb.org/view/878035 ER - TY - ABST AN - 01460279 TI - Implementation of Concrete Pavement Preservation and PCC Surface Characteristics: Tire Pavement Noise Program AB - This project will fully implement the PCC Surface Characteristics program by continuing comprehensive data collection on new and existing pavements started in 2005 under the Type 1 and Type 2 experiments through 2009 for time and history data; analyzing the data to identify clear relationships between texture, noise, friction, etc.; developing and evaluating construction specifications of conventional texture techniques including grinding; and developing and evaluating innovative construction techniques that have the potential to significantly reduce noise. KW - Data collection KW - Pavement preservation KW - Paving KW - Portland cement concrete KW - Research projects KW - Texture UR - http://www.ctre.iastate.edu/research/detail.cfm?projectID=-1317576198 UR - https://trid.trb.org/view/1228495 ER - TY - RPRT AN - 01046443 AU - Desai, Dhruv H AU - Tikalsky, Paul J AU - Scheetz, Barry E AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Hardened Air in Concrete Roadway Pavements in Structure PY - 2007/01/29/Final Report SP - 66p AB - The objectives of this study were to: (1) evaluate the validity of curent Pennsylvania Department of Transportation (PennDOT) specifications for plastic and hardened air content for pavements and structures; (2) provide engineering data to correlate the relationship between plastic air measurement instruments (pressure meter), techniques that characterize the air void size and distribution including the Air Void Analyzer (AVA), and the durability of concrete to resist freeze/thaw cycles; (3) resolve PennDOT specifications differences for pavement and structural concrete; and (4) provide a new or revised specification for PennDOT 408 on air content in concrete. To provide supporting experimental evidence for the adoption of the AVA method by PennDOT, the apparatus was evaluated for its internal consistency, the consistency between it and other AVA devices of the same version, consistency between different versions of AVA, comparison between the AVA and the RapidAir 457, comparison with the ASTM C 231 pressure meter, and comparison with the ASTM C 666 performance-based test. The accumulated data were evaluated statistically using standard deviation and coefficient of variation. After performing the analysis of the data collected in this study from intercomparison of different instruments of the same generation, instruments of different generations, and he authors' experience with the robustness of the instrument, it was concluded that this instrument cannot serve as the basis of a specification to evaluate the air content, spacing factors or surface areas in fresh concrete at the job site. KW - Air content KW - Air void analyzers KW - Air voids KW - Coefficient of variation KW - Concrete KW - Concrete pavements KW - Concrete structures KW - Data collection KW - Durability KW - Freeze thaw tests KW - Fresh concrete KW - Pennsylvania KW - Pressure gages KW - Specifications KW - Standard deviation KW - Statistical analysis KW - Traffic lanes UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/WO%206%20Final%20Report.pdf UR - https://trid.trb.org/view/805657 ER - TY - ABST AN - 01464591 TI - Research Program Design---Administration of Highway and Transportation Agencies. National Summit on Future Transportation Funding and Finance Strategies: States and Metropolitan Regions AB -
Recent estimates of costs and projected revenues suggest that current funding for the nation's surface transportation system is inadequate to meet expenses for the system's continued development, maintenance and needed extensions as to provide an adequate transportation system for the 21st century. Both the Department of Treasury and Congressional Budget Office project that the Highway Account of the Highway Trust Fund will be depleted and may reach a zero balance prior to September 30, 2009, the end of the current legislative authorization period. This could result in as much as an $11 billion reduction in Federal-aid obligations in fiscal year 2009.  Approximately 90 percent of the Federal Highway Trust Fund income derives from fuel taxes making the tax a key element in short-term solutions. The Safe, Accountable, Flexible, Efficient Transportation Equity Act - A Legacy for Users (SAFETEA-LU) acknowledges the finance challenge, (1) mandating the creation of a National Surface Transportation Policy and Revenue Study Commission to study and report on the current conditions and future needs of the surface transportation system, and potential funding sources to meet such needs, and (2) providing for the creation of a National Surface Transportation Financing Commission charged with considering highway and transit needs and the available federal resources to meet those needs. These commissions will provide forums for developing deeper understanding of the problems of future surface-transportation finance, alternative revenue sources that could be tapped to supplement or replace fuel taxes as a primary source of revenue and the potential role particularly of tolling and public-private ventures as means for future financing of the surface transportation system. The search for new long-term funding mechanisms raises many issues beyond simply how much revenue can be raised. The institutional structure and organizational arrangements that have been developed and adopted by government agencies at federal, state, and local levels for planning, development, and operation of the transportation system have been fundamentally shaped by our existing ways of raising and distributing revenues. Because fuel taxes in aggregate currently cover about two-thirds of the system's costs, state and local governments face future challenges no less daunting than those at the federal level. Many of these challenges will be acute in the nation's metropolitan areas. These areas are centers of concentrated demands for transportation services and rely of these services for their prosperity and quality of life. At the same time, metropolitan areas typically span many governmental jurisdictions, increasing the complexity of raising and distributing resources to meet the demands. Metropolitan planning organizations (MPOs) have been formed to provide a means for state and local governments to plan and manage their metropolitan transportation systems. These MPOs in turn provide forums for raising such questions as the potential for tolling and public-private ventures to complement or replace traditional revenue sources such as fuel taxes, sales taxes, property taxes, and user fees. The objective of this project is bring together representatives from state departments of transportation (DOTs) and MPOs to participate in a Transportation Finance Summit to consider the implications for future of surface-transportation funding and for metropolitan areas and their constituents. The three-day conference will facilitate discussion among approximately 150 DOT and MPO leaders and senior staff who will frame key future transportation-funding issues, revenue-generating options, applications of financing tools and the role of public-private partnerships to leverage resources. Participants will also consider the implications for program delivery, institutional arrangements, and organizational forms; the evolution of the federal-state-local surface-transportation funding partnership; and strategies for how that partnership may evolve to maintain robust support for the surface-transportation system as a vital contributor to nation's economic growth and wellbeing. A conference report summarizing discussions and presenting background materials prepared for conference participants be published and disseminated by the American Association of State Highway and Transportation Officials, the Association of Metropolitan Planning Organizations, and others.
KW - Financial analysis KW - Financing KW - Fuel taxes KW - Ground transportation KW - Metropolitan planning organizations KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - State departments of transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1569 UR - https://trid.trb.org/view/1232822 ER - TY - ABST AN - 01464408 TI - Security Research Plan AB -
Following the September 11, 2001, terrorist attacks, the AASHTO Standing Committee on Research (SCOR) dedicated a significant portion of NCHRP funding to support accelerated research into highway transportation security and emergency response issues. These funds have largely been programmed through NCHRP Project 20-59, Surface Transportation Security Research, and have resulted in numerous valuable research products (available on the TRB website at www.TRB.org/SecurityPubs). Five years later, it is time to assess these products to (1) determine gaps in the existing research and (2) identify a three-year program of projects to address the research gaps identified. The results of this research are intended to provide guidance to SCOR, the NCHRP 20-59 panel, and relevant AASHTO committees in identifying a prioritized program of research supportive of the six goals for transportation security (see the slides at http://trb.org/news/blurb_detail.asp?id=5079) identified by the AASHTO Special Committee on Transportation Security's (SCOTS) research subcommittee. All modes under state DOT control or influence should be addressed. In addition to the products discussed above, the panel recommends looking at modally-focused research needs assessments conducted by others (e.g., AAR; AAPA; FHWA's Multiyear Plan for Bridge and Tunnel Security Research, Development, and Deployment); security research plans of individual state DOTs; and security research needed for state DOTs that may not be readily apparent (e.g., motor vehicle registry, access to multimodal hubs).
 
KW - Bridges KW - Disaster preparedness KW - Emergency management KW - National security KW - Safety and security KW - Security KW - Terrorism KW - Terrorist attacks of September 11, 2001 KW - Tunnels UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2327 UR - https://trid.trb.org/view/1232638 ER - TY - RPRT AN - 01109932 AU - McLaughlin, Richard A AU - Jennings, Gregory D AU - North Carolina State University, Raleigh AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Minimizing Water Quality Impacts of Road Construction Projects PY - 2007/01/25/Final Report SP - 101p AB - This study was initiated to determine the potential impacts of sediment from a large construction project on nearby streams, and to evaluate approaches to reduce those impacts. There were three main aspects of the project, which was located at the construction of Interstate 485 on the northwest side of Charlotte: evaluate ground covers, test and evaluate sediment capture using different designs, and quantify the current conditions of a stream that parallels the project. The clearest improvements over the standard straw + tackifier occurred as the result of adding polyacrylamide (PAM), which usually reduced erosion considerably. There was no obvious advantage of PAM in establishing vegetation, however. Among the alternative ground covers, the results were inconclusive due to high variability. The bonded fiber matrix product appeared to have the lowest erosion rate but excelsior was also usually low. The vegetation may have been favored by excelsior compared to the other covers, but the differences were not large. A system of ditch lining and frequent check dams, stabilized basin inlets, porous baffles, and skimmer/spillway outlets clearly reduced the magnitude of sediment loss from disturbed areas. Turbidity reduction by PAM was evident during low flow events or portions of events. Methods for dosing higher flow events with PAM need to be investigated as a method to reduce turbidity, which usually cannot be removed economically any other way. The structures installed to divert water and remove sediment often generate significant amounts of sediment. Unlined, deep perimeter ditches were a major source, and sediment traps with vertical walls and unprotected inlets also were sources. Large disturbances in a watershed will impact water quality using current systems for erosion and sediment control. There was no evidence that the aquatic biology of Long Creek changed over the four years of various levels of disturbance. However, it was in poor to fair condition biologically when it was initially sampled in 2003. There was no evidence of increased bank erosion during the period 2003-2006 when Long Creek was surveyed. These surveys were intended primarily as baseline information for surveys 5-10 years from now, when the watershed becomes even more densely developed. KW - Charlotte (North Carolina) KW - Detention basins KW - Ditches KW - Environmental impacts KW - Erosion control KW - Ground cover KW - Marine biology KW - Polyacrylamide KW - Road construction KW - Sediments KW - Streams KW - Turbidity KW - Water quality KW - Watersheds UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2003-04FinalReport.pdf UR - https://trid.trb.org/view/869643 ER - TY - RPRT AN - 01046812 AU - Inman, Vaughan W AU - Davis, Gregory W AU - Science Applications International Corporation AU - Federal Highway Administration TI - Synthesis of Literature Relevant to Roundabout Signalization to Provide Pedestrian Access PY - 2007/01/11/Final Report SP - 31p AB - The primary objective of this paper is to review the key issues in signalization of roundabouts, where the purpose of the signals is to provide pedestrian access, with particular attention to access for persons with severe vision loss. Although roundabouts are infrequently signalized to provide access to pedestrians, roundabouts crosswalks have been signalized where heavy pedestrian flow would otherwise cause long vehicle delays, where unbalanced traffic volumes require metering to create gaps for entering vehicles, and where signals were needed to accommodate rail transit. This report summarizes topic areas that address issues of signalization of roundabouts to provide pedestrian access. These topic areas include: (1) Pedestrian crosswalk types; (2) Crosswalk location; (3) Traffic signals configurations at roundabout pedestrian crossings; (4) Crossing requirements of blind pedestrians; (5) Accessible pedestrian signals; (6) Pedestrian signal warrants; (7) The effect of traffic signals on roundabout operations. KW - Access KW - Accessibility KW - Blind persons KW - Crosswalks KW - Highway operations KW - Highway traffic control KW - Literature reviews KW - Location KW - Pedestrian flow KW - Pedestrian movement KW - Pedestrians KW - Roundabouts KW - Signalization KW - Traffic signals KW - Traffic volume KW - Visually impaired persons KW - Warrants (Traffic control devices) UR - http://www.access-board.gov/guidelines-and-standards/streets-sidewalks/public-rights-of-way/guidance-and-research/synthesis-of-literature-on-roundabout-signalization UR - https://trid.trb.org/view/806386 ER - TY - ABST AN - 01460432 TI - Fundamental Properties of Asphalts and Modified Asphalts, III AB - One of the objectives of this contract is to conduct basic fundamental research, in some cases at the nano-scale, on asphalts and modified asphalts with the objective being the development of a detailed understanding of how the chemical components of asphalt play a role in the performance of an asphalt pavement. Another objective is to understand how modifiers, such as polymers and polyphosphoric acid, interact with asphalt and modify pavement performance. A third objective is to contribute to the development of a refined material selection process (specifications and/or certification methods) that lower the risk of early pavement failure. Western Research Institute will conduct work in five different research areas that are germane to asphalt pavement performance. These include: moisture damage, asphalt aging, nano-technology, low-temperature behavior, modification of asphalts, and the monitoring of specific validation sites. Since the goal of this research is to provide the fundamental scientific basis for predicting and increasing the performance of flexible pavements, such research shall include, in addition to asphalt studies, fundamental aspects of aggregates and of pavements that relate to their performance in asphalt highways. These activities are configured to support the five focus areas included in the Federal Highway Administration's (FHWA's) Strategic Pavements Roadmap. It is envisioned that the activities will result in advancement in our understanding of the fundamental properties of asphalt and how they dictate performance. The culmination of this understanding will be the development of tests that will more reliably predict the performance of an asphalt pavement, particularly with respect to moisture and fatigue damage. The longer range plan in this project includes research on the effectiveness of warm mix asphalt technologies and on the use use of reclaimed asphalt pavement. Results of this research will be disseminated to the public through publications, presentations, newsletters, magazine articles, and the WRI website. KW - Asphalt KW - Asphalt mixtures KW - Asphalt pavements KW - Chemical analysis KW - Flexible pavements KW - Modified asphalt KW - Pavement performance KW - Research projects UR - https://trid.trb.org/view/1228649 ER - TY - RPRT AN - 01108603 AU - Battelle AU - Federal Highway Administration TI - Evaluation of the Volvo Intelligent Vehicle Initiative Field Operational Test, Version 1.3 PY - 2007/01/05/Final Report SP - 318p AB - This report presents the final results of an independent evaluation of the Volvo Intelligent Vehicle Initiative (IVI) Field Operational Test (FOT), sponsored by the U.S. Department of Transportation (USDOT). The intent of the overall IVI program, a major component of the Intelligent Transportation System (ITS) program, is to improve the safety and efficiency of motor vehicle operations significantly by reducing the probability of motor vehicle crashes. These safety improvements could also show secondary benefits such as increased transportation mobility, productivity, or other operational improvements. In 1999, USDOT entered into a cooperative agreement with a partnership led by Volvo Trucks North America and US Xpress to test collision warning, adaptive cruise control, and advanced electronic braking systems in a Generation 0 FOT of advanced intelligent vehicle safety systems (IVSS). These systems, which were in or nearing commercial production at the time of the FOT, were designed for use in commercial trucks. An important activity of the IVI program is to evaluate the effectiveness of IVSS as they are deployed in the FOTs and estimate the societal benefits and costs, if the IVSS were to be deployed across the entire national fleet of heavy vehicles. Thus, the USDOT contracted with Battelle to perform an independent evaluation of the Volvo IVI FOT. KW - Autonomous intelligent cruise control KW - Field tests KW - Intelligent transportation systems KW - Intelligent Vehicle Initiative KW - Intelligent vehicles KW - Observations KW - Software packages KW - Volvo automobile KW - Warning systems UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14352.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14352_files/14352.pdf UR - https://trid.trb.org/view/868531 ER - TY - RPRT AN - 01044281 AU - Rao, S P AU - Smith, K L AU - Darter, M I AU - Applied Research Associates, Incorporated AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Development and Implementation of a Performance-Related Specification for a Jointed Plain Concrete Pavement—I-39/90/94 Madison, Wisconsin PY - 2007/01/03/Final Report SP - 134p AB - The primary objective of this study was to develop, implement, and evaluate a Level 1 performance-related specification (PRS) for the construction of a jointed plain concrete (JPC) pavement in the State of Wisconsin. The research entailed a thorough evaluation of the construction quality levels achieved on recent Wisconsin JPC projects and the formulation of a Level 1 PRS using the results of the quality evaluation and defined Wisconsin Department of Transportation (WisDOT) pavement practices as a basis. The Level 1 PRS defined the sampling and testing requirements for four acceptance quality characteristics (AQCs)―thickness, strength, air content, and smoothness―and the corresponding performance-based pay factor curves for each AQC. The Level 1 PRS was included as an overriding special provision in the December 2005 letting of a JPC paving project located on I-39/90/94 near Madison, Wisconsin. Implementation of the PRS took place March through June 2006, corresponding to the mainline and tied-shoulder paving performed in both directions on this project. AQC measurements obtained from the I-39/90/94 project were used to compute PRS pay factors and establish pay adjustments for the contractor. High smoothness and strength levels achieved by the contractor coupled with more generous incentives for smoothness as compared to existing WisDOT specifications, resulted in significant incentives for the contractor under the PRS. Feedback from WisDOT and the contractor indicated that this first PRS implementation in Wisconsin was successful, particularly with respect to the layouts of lots and sublots. Several suggestions were received to improve and streamline the PRS process. KW - Acceptance quality characteristics KW - Air content KW - Concrete pavements KW - Construction KW - Contractors KW - Incentives KW - Joint construction KW - Madison (Wisconsin) KW - Pavements KW - Paving KW - Pay KW - Pay adjustments KW - Performance based specifications KW - Smoothness KW - Strength of materials KW - Thickness UR - ftp://ftp.mdt.mt.gov/research/LIBRARY/TE278_2_R36_2007.PDF UR - http://ntl.bts.gov/lib/56000/56100/56102/TE278_2_R36_2007.PDF UR - https://trid.trb.org/view/804240 ER - TY - RPRT AN - 01042442 AU - Federal Highway Administration AU - California Department of Transportation TI - Systems Engineering Guidebook for ITS Website PY - 2007/01/02/Version 2.0 SP - n.p. AB - This website is co-sponsored by the Federal Highway Administration and the California Department of Transportation. The website provides quick and easy access to information that will help the user apply systems engineering to Intelligent Transportation Systems projects. This resource is the culmination of decades of experience in applying these processes and capabilities in ITS and other industries. The website contains 5 different "views" of the content of the guidebook. One can access it via Process, or Deliverable, or Project, or Role, or by Document. KW - Handbooks KW - Intelligent transportation systems KW - ITS program applications KW - ITS program technologies KW - Systems engineering KW - Websites (Information retrieval) UR - http://www.fhwa.dot.gov/cadiv/segb/files/segbversion2.pdf UR - http://www.fhwa.dot.gov/cadiv/segb/index.htm UR - https://trid.trb.org/view/798737 ER - TY - ABST AN - 01547264 TI - Device to Precisely Measure Water-Cement Ratio of Fresh Concrete AB - The negative impact of high ratios of water-to-cementitious materials (wcm) on concrete strength and durability is widely recognized. Even so, the uninhibited addition of temper water at the job site is a widespread practice within the concrete construction industry.Whereas the ability to accurately and precisely measure wcm of fresh concrete has been elusive, highway agencies have experienced considerable difficulty controlling the quality of placed concrete, particularly as it relates to the total amount of water in the mix. This research project involved the evaluation of several novel solutions to this problem. Successful implementation of the most promising solutions will enable highway agencies to easily and adequately protect against low-strength and low-durability concrete, helping state highway agencies save millions of dollars in unnecessary and/or premature repairs and rehabilitation costs caused by low-quality concrete. The goal of the final device will be to achieve three key objectives: laboratory-quality precision, portability, and ease of use, making it suitable for everyday use by contractors, state highway testing personnel, and testing laboratories. KW - Concrete KW - Durability tests KW - Fresh concrete KW - Laboratory tests KW - Portable equipment KW - Premature failure KW - Strength of materials KW - Water cement ratio UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2075 UR - https://trid.trb.org/view/1334245 ER - TY - ABST AN - 01541265 TI - PCC Surface Characteristics: Tire-Pavement Noise Program Part 3 - Innovative Solutions/Current Practices AB - The purpose of this pooled fund study (Part 3) is to fully implement the portland cement concrete (PCC) Surface Characteristics program. This project is related to a larger study involving two other parts (Part 1 and 2). Those two parts are summarized in the attached Appendix B. Part 3 will consist of the continuation of the comprehensive data collection and analysis program on new and existing pavements started in 2005; expand on it so that the research results have a broader range of applicability; and develop innovative texturing techniques that have the potential to significantly reduce noise. At the completion of this overall study, it is anticipated that it will be possible to specify the desirable surface characteristics of individual projects prior to construction to meet the site specific requirements for noise, skid, texture, and smoothness. KW - Data collection KW - Portland cement concrete KW - Skid resistance KW - Smoothness KW - Surface characteristics KW - Texture KW - Tire/pavement noise UR - http://www.pooledfund.org/Details/Study/368 UR - https://trid.trb.org/view/1328381 ER - TY - ABST AN - 01466524 TI - Implementation of Concrete Pavement Preservation and PCC Surface Characteristics: Tire Pavement Noise Program TPF-5(139) AB - This project will fully implement the portland cement concrete (PCC) Surface Characteristics program by continuing comprehensive data collection on new and existing pavements started in 2005 under the Type 1 and Type 2 experiments through 2009 for time and history data; analyzing the data to identify clear relationships between texture, noise, friction, etc.; developing and evaluating construction specifications of conventional texture techniques including grinding; and developing and evaluating innovative construction techniques that have the potential to significantly reduce noise. This third report documents a straightforward process from which a nominal texture type can be selected based on the job-specific requirements. The guidance recognizes the balance between the demand for a particular surface characteristic (e.g., low noise) versus the probability that the various surface textures will fill that demand. The results build off work recently completed by the Federal Highway Administration (FHWA) under the Pavement Surface Characteristics program. KW - Data collection KW - Pavement preservation KW - Paving KW - Portland cement concrete KW - Texture KW - Tire/pavement noise UR - http://www.pooledfund.org/Details/Study/368 UR - https://trid.trb.org/view/1234759 ER - TY - ABST AN - 01464611 TI - Data Mining and Interlaboratory Studies to Prepare Precision Statements for AASHTO Standard Test Methods AB - The objective of this project is to develop precision and bias statements for AASHTO standard test methods designated by the technical sections of the AASHTO Highway Subcommittee on Materials. In developing these statements, the project will use a combination of data mining techniques and interlaboratory studies (as defined in ASTM D6631, Standard Guide for Committee D01 for Conducting an Interlaboratory Practice for the Purpose of Determining the Precision of a Test Method). Insofar as practicable, the tasks shall be conducted concurrently.

KW - Data collection KW - Data mining KW - Interlaboratory studies KW - Laboratory studies KW - Precision KW - Test procedures UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1558 UR - https://trid.trb.org/view/1232842 ER - TY - ABST AN - 01462316 TI - High Accuracy NDGPS AB - This project will provide the capability to broadcast corrections to the global positioning system over long ranges to achieve a better than 10-centimeter (3.94-inch) accuracy throughout the coverage area. KW - Accuracy KW - Global Positioning System KW - High accuracy KW - Research projects KW - Technological innovations UR - https://trid.trb.org/view/1230537 ER - TY - ABST AN - 01462315 TI - Perceptible Water Vapor for Weather Forecasting AB - This is a research program to develop and evaluate a perceptible water vapor algorithm, which will help improve weather forecasting. KW - Algorithms KW - Perception KW - Research projects KW - Water vapor KW - Weather KW - Weather forecasting UR - https://trid.trb.org/view/1230536 ER - TY - ABST AN - 01460352 TI - Washington State Incident Response Tracking System Re-Write AB - The Washington Incident Tracking System (WITS) database is currently built on Filemaker Pro. While Filemaker Pro has strengths, it has distinct limitations in working with non-Filemaker Pro applications. One major drawback to the current WITS design is that WITS data can not be readily accessed by other computerized Washington State Department of Transportation (WSDOT) applications. This scope of work describes the steps required to rebuild the WITS database on Microsoft SQL Server, in order to make the ITS data more accessible within WSDOT. At the same time, the project team will update the functional capabilities of WITS. This will include a better user interface, additional reporting capabilities, and new ways of directly accessing WITS data. KW - Databases KW - Incident detection KW - Incident management KW - Intelligent transportation systems KW - Microsoft Windows KW - Research projects KW - Software KW - Tracking systems KW - Traffic incidents UR - https://trid.trb.org/view/1228568 ER - TY - RPRT AN - 01619079 AU - Federal Highway Administration TI - Integration of Context Sensitive Solutions in the Transportation Planning Process PY - 2007/01//Final Report SP - 38p AB - Since the 1998 “Thinking Beyond the Pavement” workshop, the national movement of the use of context sensitive solutions (CSS) for project development is well documented. Better understanding of the application of CSS principles in the transportation planning process will further enable appropriate, cost-effective, and successful integration and application into the planning and project development process to inform and influence context sensitive design/solutions in a more widespread and consistent manner. The goal of this project is to investigate emerging successful practices, case studies, and policy guidance that can promote integrating CSS principles in the transportation planning process. The project includes a general review of the relevant literature and current planning practices. Using the 1998 CSS principles for project development as a point of departure, a set of principles applicable to transportation planning was developed. Materials for Web and print publication were prepared that include the principles, questions and answers related to implementing practices based on the principles, and case studies and fact sheets highlighting examples of CSS integration into transportation planning. This report provides documentation of a survey of current practices in planning agencies and the development of the toolkit materials. The report concludes with a summary of findings, recommendations for implementation, and identifies several areas needing future study. KW - Case studies KW - Context sensitive design KW - Implementation KW - Literature reviews KW - Policy KW - Recommendations KW - State of the practice KW - Surveys KW - Transportation planning UR - http://www.fhwa.dot.gov/planning/csstp/integrating/cssapp.pdf UR - http://www.fhwa.dot.gov/planning/csstp/integrating/csstransplan.pdf UR - https://trid.trb.org/view/1437081 ER - TY - RPRT AN - 01587159 AU - Anderson, Keith W AU - Uhlmeyer, Jeff AU - Pierce, Linda AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Combined Aggregate Gradation As A Solution for Studded Tire Wear on PCCP PY - 2007/01//Performance Report SP - 14p AB - Two sections of pavement were built with different specifications for the gradation of the aggregates, one with the standard Washington State Department of Transportation (WSDOT) specification and one with a combined gradation, to determine if the use of the combined gradation would result in a pavement more resistant to studded tire wear. The standard gradation can result in a gap-graded aggregate whereas the combined gradation produces a more uniform gradation. Wear rates calculated for the most recent data set collected in the fall of 2006 reveals no difference in wear rates between the pavements paved with the standard gradation versus those paved with the combined gradation. KW - Aggregate gradation KW - Concrete pavements KW - Studded tires KW - Washington (State) KW - Wear UR - http://www.wsdot.wa.gov/research/reports/fullreports/663.1.pdf UR - https://trid.trb.org/view/1391982 ER - TY - RPRT AN - 01454610 AU - Lee, Linda S AU - Zhai, Xihong AU - Lee, Jaesun AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - INDOT Guidance Document for In-Situ Soil Flushing PY - 2007/01 SP - 49p AB - Many of the Indiana Department of Transportation (INDOT) sites are contaminated with aromatic hydrocarbons and chlorinated solvents; these contaminants often occur in the form of light non-aqueous phase liquids (LNAPLs) or dense non-aqueous phase liquids (DNAPLs). Considerable effort has recently been focused on developing in-situ technologies for removing or destroying NAPL source zones, and several potentially viable methods have emerged including cosolvent-enhanced source zone removal. Most recently, site-specific remedial designs involving a combination of in-situ methods (often referred to as a treatment train) have been proposed for which data are still sparse. The primary goal of the laboratory experiments is to assess the utility and effectiveness of a biofriendly cosolvent ethyl lactate for source zone flushing through enhanced dissolution mechanisms followed by assessing enhanced biological removal of contaminant residuals by cosolvent residuals. Ethyl lactate residuals after source zone remediation can serve as a substrate for indigenous microorganisms to induce anaerobic conditions and enhance in-situ reductive dehalogenation, but whether or not this process would further facilitate complete mineralization or if it too would stall at undesirable metabolites is unknown. Results from these lab evaluations involving batch tests and one-dimensional (1-D) and two-dimensional (2-D) flow systems will contribute to assessing the value of this treatment train approach for relevant INDOT sites and to developing an effective strategy for using this approach under field conditions. Ethyl lactate was found to be very efficient in recovering DNAPL mass in source zone. The residual amount of EL not only poses no harm to indigenous microbial population in a DNAPL contaminated site, but also serves as electron donor to promote the microbial dehalogenation of chlorinated contaminants, such as perchloroethene (PCE) and trichloroethylene (TCE) in the down gradient plume. Therefore, the flushing agent, EL, can be left behind at low concentrations to facilitate biodegradation in the plume. The soils used were from INDOT sites selected based on input from INDOT staff regarding amenability to future site remediation via the proposed treatment train. Site selection and assessment required travel by senior personnel to evaluate the nature and extent of contamination and by research assistants to collect soil samples for laboratory experiments. KW - Aromatic hydrocarbons KW - Contaminants KW - Flushing KW - Guidelines KW - Indiana Department of Transportation KW - Organic solvents KW - Soil pollution KW - Soil remediation KW - Toluene UR - http://dx.doi.org/10.5703/1288284314230 UR - https://trid.trb.org/view/1218809 ER - TY - RPRT AN - 01386593 AU - United States. Federal Highway Administration (FHWA). Office of Transportation Management AU - Iteris, Incorporated TI - System engineering for intelligent transportation systems: an introduction for transportation professionals PY - 2007/01 IS - FHWA-HOP-07-069 SP - 109p AB - The System Engineering for Intelligent Transportation System guide is intended to introduce you to systems engineering and provide a basic understanding of how it can be applied to planning, designing, and implementing intelligent transportation systems (ITS) projects. The guide leads you step by step through the project life cycle and describes the systems engineering approach at each step. It describes how to begin implementing the systems engineering approach on your next ITS project and incorporate it more broadly into your organization's business processes and practices. KW - Design KW - Design KW - Intelligent transport system KW - Intelligent transport systems (ITS) KW - Intelligent transportation systems KW - Planning KW - Planning KW - Project management KW - Project management KW - System architecture KW - System architecture UR - http://www.ops.fhwa.dot.gov/publications/seitsguide/seguide.pdf UR - https://trid.trb.org/view/1154355 ER - TY - RPRT AN - 01386518 AU - Inman, V W AU - Davis, G W AU - United States. Federal Highway Administration (FHWA) TI - Synthesis of literature relevant to pedestrian signalization to provide pedestrian access PY - 2007/01 SP - 29p AB - The primary objective of this paper is to review the key issues in signalization of roundabouts, where the purpose of the signals is to provide pedestrian access, with particular attention to access for persons with severe vision loss. Although roundabouts are infrequently signalized to provide access to pedestrians, roundabouts crosswalks have been signalized where heavy pedestrian flow would otherwise cause long vehicle delays, where unbalanced traffic volumes require metering to create gaps for entering vehicles, and where signals were needed to accommodate rail transit. This report summarizes topic areas that address issues of signalization of roundabouts to provide pedestrian access. KW - Crosswalks KW - Disabled person KW - Highway traffic control KW - Literature review KW - Literature reviews KW - Pedestrian areas KW - Pedestrian crossing KW - Pedestrian facilities KW - Persons with disabilities KW - Roundabout KW - Roundabouts KW - Traffic management KW - Traffic signal KW - Traffic signals KW - Vision disorders KW - Vision impairment UR - http://safety.fhwa.dot.gov/intersection/resources/fhwasa09027/193.htm UR - http://www.contextsensitivesolutions.org/content/reading/roundabout_pedestrian_access/ UR - https://trid.trb.org/view/1154280 ER - TY - JOUR AN - 01386479 JO - Public Roads PB - Federal Highway Administration AU - Al-Wazeer, A AU - Harris, B AU - Nutakor, C TI - CoRe concerns [bridge asset management] PY - 2007/01 VL - 70 IS - 4 SP - 20-3 KW - American standard KW - Asset management KW - Asset management KW - Bridge deck KW - Bridge decks KW - Bridge management KW - Bridge management systems KW - Bridges KW - Prevention KW - Slab KW - Slabs KW - Standards KW - Usa UR - http://www.fhwa.dot.gov/publications/publicroads/07jan/04.cfm UR - https://trid.trb.org/view/1154241 ER - TY - JOUR AN - 01386478 JO - Public Roads PB - Federal Highway Administration AU - Furst, T TI - Freighted with urgency [freight transport in the USA] PY - 2007/01 VL - 70 IS - 4 SP - 16-9 KW - Freight transport KW - Freight transport logistics KW - Freight transportation KW - Governments KW - Logistics KW - Logistics KW - Partnership KW - Partnerships KW - Policy KW - Policy KW - Private enterprise KW - Private sector KW - Public sector KW - Traffic congestion KW - Traffic congestion KW - Usa UR - http://www.fhwa.dot.gov/publications/publicroads/07jan/03.cfm UR - https://trid.trb.org/view/1154240 ER - TY - RPRT AN - 01361120 AU - Sesny, Richard AU - Lentz, Larry AU - Rensel, Eric AU - Gannett Fleming, Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Act 229 Evaluation Report PY - 2007/01 SP - 28p AB - In December 2002, the Pennsylvania Legislature adopted Act 299. The act was intended to improve highway safety in highway work zones by requiring drivers to illuminate their vehicles' headlights; and by delineating those active work zones where motorists are exposed to increased penalties for moving violations due to the presence of workers. The signs and light were intended to supplement work zone traffic control devices already required by Title 67. KW - Headlamps KW - Highway safety KW - Laws and legislation KW - Pennsylvania KW - Regulatory signs KW - Traffic control devices KW - Warning signs KW - Work zone safety KW - Work zone traffic control UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Reducing%20Fatalities/Flashing%20White%20Light%20Evaluation.pdf UR - https://trid.trb.org/view/1126731 ER - TY - RPRT AN - 01167122 AU - Marzougui, Dhafer AU - Buyuk, Murat AU - Kan, Steve AU - National Crash Analysis Center AU - Federal Highway Administration TI - Performance Evaluation of Portable Concrete Barriers PY - 2007/01 SP - 54p AB - The primary purpose of longitudinal safety barriers, such as Portable Concrete Barriers (PCBs), is to contain and/or redirect errant vehicles that depart the roadway, hence keeping them from entering opposing travel lanes or encountering terrain features and roadside objects that may cause severe impacts. In this study Finite Element (FE) analyses are performed to study the safety performance of different combinations of PCBs. Detailed finite element models of most commonly used PCB safety shapes, lengths and the type of connections are developed and validated against previously conducted full-scale crash tests. The full-scale crash tests and simulations are setup for an impact of the PCB with a 2000 kg pickup truck at an angle of 25 deg and an initial velocity of 100 km/hr. This setup is in accordance with the National Cooperative Highway Research Program (NCHRP) Report 350 guidelines for Test Level 3 safety performance. Having validated these models, computer simulations are performed to assess the barrier performances for a full matrix of barrier shape, length and connection combinations. A design table is developed to help the highway safety engineer decide on the most effective combination. KW - Concrete KW - Crashworthiness KW - Finite element method KW - Highway safety KW - Performance measurement KW - Simulation KW - Temporary barriers UR - http://www.ncac.gwu.edu/research/reports.html UR - https://trid.trb.org/view/926064 ER - TY - RPRT AN - 01163228 AU - Dowling, Richard AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Traffic Analysis Toolbox Volume VI: Definition, Interpretation, and Calculation of Traffic Analysis Tools Measures of Effectiveness PY - 2007/01//Final Report SP - 136p AB - This report presents the results of an investigation into the appropriate definition, interpretation, and computation of measures of effectiveness (MOEs) for traffic operations and capacity improvements. Information and guidance on which MOEs should be produced, how they should be interpreted, and how they are be defined and calculated in traffic analysis tools are detailed in this report. The document recommends a basic set of MOEs that can help rapidly assess the current problems, and benefits of alternative improvements at the system level, in a form readily understandable by the decision-maker. This basic set of MOEs for decision-making consists of five basic measures: 1) throughput, 2) mean delay, 3) travel time index, 4) freeway segments at breakdown, and 5) surface street intersections with long queues, turn bay overflows and exit blockages. The report recommends that vehicle trajectories should be used as the common denominator for comparison of results between tools and methods between field data collection and analytical tools (HCM, Microsimulation, etc.). At this microscopic level, the analyst can compare field data to analysis tool outputs, whether the tool is microscopic or macroscopic. Finally, this report concludes by illustrating the computation and interpretation of the recommended systemwide MOEs for a freeway and an urban arterial street. KW - Arterial highways KW - Decision making KW - Freeways KW - Highway capacity KW - Highway operations KW - Intersections KW - Measures of effectiveness KW - Throughput (Traffic) KW - Traffic analysis tools KW - Traffic delays KW - Traffic queuing KW - Traffic simulation KW - Travel time KW - Vehicle trajectories UR - http://www.ops.fhwa.dot.gov/publications/fhwahop08054/fhwahop08054.pdf UR - https://trid.trb.org/view/923861 ER - TY - RPRT AN - 01152612 AU - Levine, Jay F AU - Eads, Chris B AU - Cope, W Gregory AU - Eggleston, David AU - Gregory, James AU - Pluym, Jenny Vander AU - Merril, Maximillian A AU - Shea, Damian AU - Humphries, LeRoy F AU - Bringolf, Robert B AU - Lazaro, Peter R AU - Bogan, Arthur E AU - North Carolina State University, Raleigh AU - North Carolina Museum of Natural Sciences AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - A Comparison of the Impacts of Culverts versus Bridges on Stream Habitat and Aquatic Fauna PY - 2007/01//Final Report SP - 420p AB - This project was an interdisciplinary look at the differences in impacts between culverts and bridges on stream habitat and stream fauna. There were four essential components: 1. Freshwater mussels: The authors took habitat measurements and conducted mussel surveys at 43 culverts across the piedmont in NC. Overall, habitat downstream of culverts was much more impacted than downstream of bridges. The reduction in mussel populations downstream of culverts was also more pronounced than at bridge sites. These effects were magnified in certain soil types that were more erodable. 2. Geomorphology: Detailed stream morphology and substrate measurements were taken at arch, pipe and box culverts and bridges. All crossing types were shown to increase stream cross-sectional area downstream by constricting flow at the crossing. 3. Toxicology: The authors conducted toxicity tests with polycyclic aromatic hydrocarbons (PAHs) on all life stages of freshwater mussels. They also assessed genetic damage due to PAH exposure. They found that PAHs are not acutely toxic to mussels but may possibly be contributing to long-term genetic damage. 4. Fish Passage: Fish community structure and passage was assessed at different crossing designs in the piedmont. There were no significant differences detected in community structure between crossing types. Though not statistically significant, data suggest a trend toward greater fish movement through bridges than culverts. KW - Aquatic life KW - Bridges KW - Culverts KW - Environmental impacts KW - Fishes KW - Habitat (Ecology) KW - Scour KW - Streams UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2004-08FinalReport.pdf UR - http://ntl.bts.gov/lib/55000/55700/55744/BRIDGE_V_CULVERT.PDF UR - https://trid.trb.org/view/913346 ER - TY - RPRT AN - 01126255 AU - Loehr, J Erik AU - Bowders, John J AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Slope Stabilization Using Recycled Plastic Pins – Phase III PY - 2007/01//Final Report SP - 301p AB - A new technique for stabilizing surficial slope failures using recycled plastic reinforcing members has been developed. The objective of the project described in this report has been to develop, evaluate, and document a technique for stabilization of surficial slope failures using recycled plastic reinforcing members. The project has been undertaken in three sequential phases to provide for logical evaluation of project accomplishments and refinement of the scope of work based on results of activities undertaken throughout the project. This report is the final technical report for the entire three phase project, which describes the accumulated activities performed throughout all three phases of the project. The principal project tasks undertaken include development of a general design methodology, evaluation of the material properties of recycled plastic members from several different manufacturers, establishment of full-scale field test sections at five different sites, monitoring the performance of these sites for periods ranging from two to five years, evaluation and interpretation of field observations, “calibration” of the developed design method, and finally, development of technology transfer materials. The following conclusions are drawn from the work performed as part of this project: (1) the technique of using recycled plastic reinforcement to stabilize surficial slope failures has proven to be effective at providing long-term stabilization; (2) observed performance at the test sites suggests a typical behavioral pattern consisting of an initial period in which little movement is observed and little load is transferred to the reinforcement, a period of increasing movement and increasing mobilized loads in the reinforcement, followed by a period of stabilized movements and loads in the reinforcing members as a result of the slope coming to equilibrium; (3) while the required member spacing depends on the conditions present at a site, a “standard” pattern that appears sufficient for most sites consists of using recycled plastic reinforcing members placed in a 3-ft by 3-ft (0.9-m by 0.9-m) staggered arrangement over the entire slide area; (4) reliable installation can be accomplished with either a percussion hammer similar to what is used on many drill rigs, or a simple drop-weight hammer similar to what is used to install guard rail posts; (5) care must be used when selecting recycled plastic products for use in slope stabilization applications as the properties of these materials can vary substantially from product to product; and (6) costs for the technique vary with the reinforcement pattern selected but appear to be substantially less than those for most other competing slope stabilization technologies. KW - Cost effectiveness KW - Design methods KW - Geotechnical engineering KW - Installation KW - Plastics KW - Recycled materials KW - Reinforcement (Engineering) KW - Slope stability KW - Soil stabilization KW - Test sections UR - http://library.modot.mo.gov/RDT/reports/Ri98007d/or07006.pdf UR - http://ntl.bts.gov/lib/30000/30600/30698/or07006.pdf UR - https://trid.trb.org/view/887387 ER - TY - RPRT AN - 01120264 AU - Li, W AU - Tarko, A P AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Effective and Robust Coordination of Traffic Signals on Arterial Streets. Volume 2: Guidelines of Design PY - 2007/01//Final Report SP - 77p AB - These guidelines focus on the use of the software package Synchro/SimTraffic in designing traffic signal plans for arterial streets. This package in general effectively reduces the efforts of traffic systems engineers and improves the quality of the designed coordination. However, it is noted that sometimes advanced knowledge and techniques beyond the routine use of the software are needed to obtain satisfactory signal solutions. Two cases are frequently encountered and reported by INDOT signal systems engineers: (1) the initial solution is not fully in line with the INDOT criteria for a good coordination plan; and (2) additional field-tuning is needed since the actual operational performance of the signalized arterial system deviates substantially from the performance predicted with the software. KW - Arterial highways KW - Computer programs KW - Indiana KW - Software packages KW - Traffic control KW - Traffic engineering KW - Traffic flow KW - Traffic signal control systems KW - Traffic signal cycle KW - Traffic simulation UR - https://trid.trb.org/view/880367 ER - TY - RPRT AN - 01118061 AU - Graham, Craig AU - Fitch, Jennifer AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Cold Recycled Bituminous Pavement, Chester-Springfield, Vermont PY - 2007/01//Final Report SP - 29p AB - This report documents the evaluation of a cold recycled bituminous pavement (CRBP). The Vermont Agency of Transportation constructed this experimental treatment along VT Route 11 in the towns of Chester and Springfield in 1993. In addition, two control sections, consisting of a cold-plane–and-overlay or an overlay-only, were applied in conjunction with the project. Cracking, rutting, and roughness were documented on an annual basis prior to and following construction to evaluate pavement condition. These results are presented herein with recommendations on possible further research studies on this topic. KW - Bituminous pavements KW - Cold mix paving mixtures KW - Cracking KW - Pavement performance KW - Recycled materials KW - Roughness KW - Rutting KW - Vermont UR - https://trid.trb.org/view/875375 ER - TY - RPRT AN - 01115336 AU - Hardy, Amanda R AU - James, Carl J AU - Burch, Theodore G AU - Western Transportation Institute AU - Federal Highway Administration TI - Developing the “Integrated Transportation and Ecological Enhancements for Montana” (ITEEM) Process: Applying the Eco-Logical Approach PY - 2007/01//Final Report SP - 51p AB - Construction and maintenance of transportation systems can result in direct, indirect and cumulative effects on ecosystems. Typically, mitigation of unavoidable adverse impacts occurs on a project-by-project basis and commonly attempts to restore the same affected resource as close to the site where the impact occurs. This piecemeal approach may fulfill regulatory requirements but greater mitigation value may be achieved for a similar investment by evaluating and prioritizing off-site mitigation opportunities in the context of the entire ecosystem. Additionally, project-by-project environmental permitting practices involve repetitious procedures that sometimes unpredictably delay project delivery. Recently-released federal guidance encourages agencies to collaboratively and strategically plan infrastructure projects and related mitigation with goals of conserving and connecting important habitats, while increasing predictability and transparency of planning and regulatory permitting processes. This guide, entitled, “Eco-Logical: An Ecosystem Approach to Developing Infrastructure Projects,” was used by an interagency group in Montana to create the “Integrated Transportation and Ecosystem Enhancements for Montana” (ITEEM) process. As the first effort to “pilot” Eco-Logical’s guidance, cooperating agencies gained insights that may help others follow Eco-Logical’s framework. This report summarizes Montana’s efforts to adapt Eco-Logical to create the ITEEM process and offers insights for other interagency efforts working to increase the efficiency of transportation project delivery while mitigating adverse impacts where the conservation efforts are most needed. KW - Ecology KW - Ecosystems KW - Environmental impacts KW - Environmental mitigation KW - Habitat (Ecology) KW - Integrated Transportation and Ecological Enhancements for Montana (ITEEM) KW - Montana KW - Project management KW - Transportation infrastructure UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/integrated_transportation.pdf UR - https://trid.trb.org/view/874782 ER - TY - SER AN - 01108753 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Garcia, Gabriel AU - Thompson, Marshall R AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - HMA Dynamic Modulus Predictive Models--A Review PY - 2007/01//Research Report IS - 07-005 SP - 105p AB - The most important hot-mix asphalt (HMA) property influencing the structural response of a flexible pavement is the HMA modulus (EHMA). Dynamic modulus concepts are reviewed. The construction of master curves for HMA mixtures is presented. The procedures are based on the fitting of a sigmoidal function. Two IE*I predictive equations are presented. The Witczak, as proposed in the new AASHTO 2002 Design Guide, and the Hirsch model. In general, both appear to be in good agreement and have similar accuracy. The Witczak predictive equation requires eight input parameters. This information is normally available from material specifications or volumetric design of the mixture. The master curve for IE*I can be developed directly by using the binder A and VTS parameters in the viscosity components of the equation. The Hirsch model needs only three input parameters, which are available from the routine Superpave mix design process. To build the IE*I master curve, a master curve for IG*Ibinder has to be developed to take into account the effect of temperature and frequency. This can be done with data obtained from Dynamic Shear Rheometer tests. Several studies are presented where the dynamic modulus predictive models are evaluated. The studies used different binders and represent typical mixtures used by different agencies. The results clearly confirm the good agreement and similar accuracy between the Witczak equation and the Hirsch model and between these models and dynamic modulus obtained from laboratory tests. In general, it is concluded that both predictive models generate sufficiently accurate and reasonable dynamic modulus estimates adequate for use in mechanistic-empirical design, at least for broad range of binders and mixtures studied. KW - Asphalt mixtures KW - Binders KW - Dynamic modulus of elasticity KW - Flexible pavements KW - Hot mix asphalt KW - Mechanistic-Empirical Pavement Design Guide KW - Mix design KW - Pavement design KW - Rheometers KW - Shear stress UR - http://www.ict.uiuc.edu/Publications/report%20files/FHWA-ICT-07-005.pdf UR - https://trid.trb.org/view/867550 ER - TY - RPRT AN - 01104911 AU - Li, Wei AU - Tarko, Andrew P AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Effective and Robust Coordination of Traffic Signals on Arterial Streets PY - 2007/01//Final Report SP - 94p AB - Many transportation agencies use Synchro and SimTraffic software package to optimize signal coordination. In general, this software package effectively reduces the efforts of traffic systems engineers and improves the quality of the designed coordination. Nevertheless, the initial solutions given by the software packages usually require adjustment, at both the design and implementation stages. The major objective of this research, therefore, is to reduce the time and effort needed in solution tuning and thus to improve the effectiveness and the efficiency of using Synchro/SimTraffic in arterial signal coordination design. The research outcome is expected to help traffic systems engineers reach reasonable signal settings in a shorter time. The first task of this research was to survey Indiana Department of transportation (INDOT) traffic system engineers and document INDOT’s criteria for a good coordination plan. The outcome of this task served as the yardstick for other proposed design improvement procedures. The second part of the research focused on the Synchro/SimTraffic-based procedures of optimizing signal settings for urban streets and the practices and methods of using Synchro were scrutinized thoroughly. The outcome of this part of the research is a collection of supplemental guidelines for software-based selection of signal settings on urban streets. Finally, the robustness of the arterial signal coordination procedure was investigated. In current practice, signals are optimized to traffic volumes that represent a single time interval. In spite of the randomness of traffic, these plans, however, are executed for a long period of time until obvious insufficiencies of the signal timings are noticed and re-timing is necessary. The robustness of several alternative approaches was considered in the same traffic condition settings. The outcomes of these investigations are assembled into the second volume of this report, Guidelines of Design. The guidelines are in accordance with the defined criteria of good signal control along urban streets. The guidelines are not a manual of arterial signal design since every arterial system has its individual problems and requires specific treatment that cannot be reached by a uniform set of procedures. Instead, experiences collected from current traffic systems engineers and lessons learned through research are compiled into the guidelines to help reduce field tuning of the signal settings. The resulting guidelines are practical and they require no extra data beyond the current data collection practice. The guideline can serve as a reference for experienced traffic engineers and as an educational tool for new traffic engineers. The robustness of the signal design procedures was also investigated. Models for extracting the traffic variation pattern from 12 hours of traffic counts were developed based on real data collected at Purdue University. These models were used to generate reasonable traffic inputs to the micro-simulation tool. The robustness of the current signal design procedures was evaluated using these simulated traffic inputs. Several practical alternatives to the current arterial signal optimization were also evaluated using the same inputs. The performances of these methods were compared, and it was concluded that no obvious way to consistently improve the robustness of current signal design procedure is available. KW - Arterial highways KW - Indiana KW - Software packages KW - Traffic congestion KW - Traffic flow KW - Traffic signal control systems KW - Traffic signal cycle KW - Traffic signal timing KW - Traffic signals KW - Traffic simulation UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1717&context=jtrp UR - https://trid.trb.org/view/864636 ER - TY - RPRT AN - 01104320 AU - Lee, Linda S AU - Zhai, Xihong AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Lab Testing and Field Implementation of Soil Flushing. Volume 2 PY - 2007/01//Final Report SP - 49p AB - Many of the Indiana Department of Transportation (INDOT) sites are contaminated with aromatic hydrocarbons and chlorinated solvents; these contaminants often occur in the form of light non-aqueous phase liquids (LNAPLs) or dense non-aqueous phase liquids (DNAPLs). Considerable effort has recently been focused on developing in-situ technologies for removing or destroying NAPL source zones, and several potentially viable methods have emerged including cosolvent-enhanced source zone removal. Most recently, site-specific remedial designs involving a combination of in-situ methods (often referred to as a treatment train) have been proposed for which data are still sparse. The primary goal of the laboratory experiments is to assess the utility and effectiveness of a biofriendly cosolvent ethyl lactate for source zone flushing through enhanced dissolution mechanisms followed by assessing enhanced biological removal of contaminant residuals by cosolvent residuals. Ethyl lactate residuals after source zone remediation can serve as a substrate for indigenous microorganisms to induce anaerobic conditions and enhance in-situ reductive dehalogenation, but whether or not this process would further facilitate complete mineralization or if it too would stall at undesirable metabolites is unknown. Results from these lab evaluations involving batch tests and one-dimensional (1-D) and two-dimensional (2-D) flow systems will contribute to assessing the value of this treatment train approach for relevant INDOT sites and to developing an effective strategy for using this approach under field conditions. Ethyl lactate was found to be very efficient in recovering DNAPL mass in source zone. The residual amount of EL not only poses no harm to indigenous microbial population in a DNAPL contaminated site, but also serves as electron donor to promote the microbial dehalogenation of chlorinated contaminants, such as perchloroethene (PCE) and trichloroethylene (TCE) in the down gradient plume. Therefore, the flushing agent, EL, can be left behind at low concentrations to facilitate biodegradation in the plume. The soils used were from INDOT sites selected based on input from INDOT staff regarding amenability to future site remediation via the proposed treatment train. Site selection and assessment required travel by senior personnel to evaluate the nature and extent of contamination and by research assistants to collect soil samples for laboratory experiments. KW - Biological materials KW - Chemical processes KW - Contaminants KW - Dense non-aqueous phase liquids KW - Flushing KW - Indiana KW - Laboratory tests KW - Non-aqueous phase liquids KW - Pollutants KW - Soil remediation KW - Soil science UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1725&context=jtrp UR - https://trid.trb.org/view/863994 ER - TY - RPRT AN - 01099640 AU - Anderson, Keith W AU - Uhlmeyer, Jeffrey S AU - Pierce, Linda AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Combined Aggregate Gradation As A Method for Mitigating Studded Tire Wear On PCCP PY - 2007/01//Performance Report SP - 14p AB - Two sections of pavement were built with different specifications for the gradation of the aggregates, one with the standard WSDOT specification and one with a combined gradation, to determine if the use of the combined gradation would result in a pavement more resistant to studded tire wear. The standard gradation can result in a gap-graded aggregate whereas the combined gradation produces a more uniform gradation. Wear rates calculated for the most recent data set collected in the fall of 2006 reveals no difference in wear rates between the pavements paved with the standard gradation versus those paved with the combined gradation. KW - Aggregate gradation KW - Combined aggregate gradation KW - Pavement performance KW - Pavements KW - Studded tires KW - Wear UR - http://www.wsdot.wa.gov/research/reports/fullreports/663.2.pdf UR - http://ntl.bts.gov/lib/56000/56100/56163/WA-663.2.PDF UR - https://trid.trb.org/view/859343 ER - TY - RPRT AN - 01099601 AU - Anderson, Keith W AU - Uhlmeyer, Jeffrey S AU - Pierce, Linda AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Studded Tire Wear Resistance of PCC Pavements PY - 2007/01//Post Constructioon & Performance Report SP - 60p AB - The performance of portland cement concrete mixes with higher flexural strength, higher cement content, and with Hard-Cem additive and carpet drag finish will be evaluated over a period of five years to determine if they are more resistant to studded tire wear. Special sections of each mix will be tested over a five year period to determine the rate of studded tire wear as compared to the WSDOT standard 650 psi flexural strength mix and tined finish. In addition, the carpet drag finish will be compared to transverse tining with regard to providing adequate friction resistance over time and reducing tire/pavement noise. KW - Carpet drag KW - Concrete pavements KW - Flexural strength KW - Friction KW - Pavement performance KW - Portland cement concrete KW - Studded tires KW - Tire/pavement noise KW - Wear UR - http://www.wsdot.wa.gov/research/reports/fullreports/658.1.pdf UR - https://trid.trb.org/view/859342 ER - TY - RPRT AN - 01088895 AU - Brown, Justin D AU - Lubitz, David J AU - Cekov, Yavor C AU - Frank, Karl H AU - Keating, Peter B AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Influence of Hole Making Upon the Performance of Structural Steel Plates and Connections PY - 2007/01//Technical Report SP - 235p AB - A large experimental study was undertaken to determine the effect of hole making upon the strength, ductility, and fatigue performance of structural steel plates and connections. The variables included steel strength, plate thickness, hole size, punch to die clearance, galvanizing, temperature, and edge distance. Approximately 300 tension and fatigue tests were performed. The study agreed with the results of previous research that plates with punched holes have lower strength and ductility than ones with drilled holes. The fatigue performance of plates with punched holes was also less than ones with drilled holes. Galvanizing further reduced the fatigue strength of plates with punched holes. The effect upon hole making upon the fatigue strength and to some extent the tensile strength reduced when fully pretensioned bolts were used. Empty holes had a lower fatigue strength then holes used in a bolted connection. The practice of increasing the hole diameter by 1/16 in. when calculating the net section of a tension member did not account for the reduction in strength when the hole was punched. It is recommended that this increase in hole be eliminated and the tension strength of members with punched holes be taken as 90% of normal design values. Due to the low ductility of plates and connection with punched holes, punched holes should only be used in secondary members that do not need the ductility required in main members. The appendix of the report gives the recommended specifications. KW - Bearing capacity KW - Bridges KW - Drilling KW - Ductility KW - Fatigue (Mechanics) KW - Galvanizing KW - Holes KW - Performance KW - Pretensioning KW - Punching KW - Steel plates KW - Strength of materials KW - Structural connection KW - Structural steel KW - Temperature KW - Tensile strength KW - Thickness UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4624_1.pdf UR - https://trid.trb.org/view/849447 ER - TY - RPRT AN - 01088312 AU - Anderson, Keith W AU - Uhlmeyer, Jeffrey S AU - Pierce, Linda M AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - PCCP Texture Modification Using the Skidabrader PY - 2007/01//Final Report SP - 14p AB - A Skidabrader machine was used to remove the corduroy texture of a section of portland cement concrete pavement on Interstate 5 in Seattle, Washington. The corduroy texture of the pavement was the product of a previous diamond grinding operation that improved the ride quality and restored the transverse profile of the pavement. KW - Concrete pavements KW - Diamond grinding KW - Maintenance equipment KW - Ride quality KW - Texture KW - Transverse profile UR - http://www.wsdot.wa.gov/research/reports/fullreports/667.1.pdf UR - https://trid.trb.org/view/849615 ER - TY - RPRT AN - 01079326 AU - Birrcher, David AU - Bayrak, Oguzhan AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Effects of Increasing the Allowable Compressive Stress at Release of Prestressed Concrete Girders PY - 2007/01//Technical Report SP - 226p AB - In this report, the feasibility of increasing the allowable compressive stress limit at prestress transfer of 0.60f'ci is evaluated. For this purpose, the live-load performance and initial camber of pretensioned beams was investigated. Static-load tests were performed on 24 scaled and 12 full-scale specimens that were subjected to a maximum compressive stress at release ranging from 0.46f'ci to 0.91f'ci. From the comparison of the measured and predicted cracking loads of these test specimens, an increase of the allowable compressive stress to 0.65f'ci was justified. For the specimens subjected to release stresses exceeding 0.65f'ci, premature cracking in flexure was detected due to nonlinear deformation at release and associated microcracking. In addition, an initial camber database of information from 223 pretensioned girders was compiled. The data suggested that increasing 0.60f'ci did not affect the ability to accurately estimate initial camber. However, for a given section, higher cambers were detected as the compressive stress at release increased. Lastly, a simple technique for improving the initial camber estimates of conventional girders was presented as a feasibility study for future work. KW - Allowable stress KW - Beams KW - Compressive stress KW - Cracking KW - Curvature KW - Deformation KW - Flexure KW - Girders KW - Live loads KW - Load limits KW - Load transfer KW - Microcracking KW - Prestressed concrete KW - Pretensioning KW - Static loads KW - Tests UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5197_1.pdf UR - https://trid.trb.org/view/836853 ER - TY - RPRT AN - 01079057 AU - Holm, Peter AU - Tomich, Daniel AU - Sloboden, Jaimie AU - Lowrance, Cheryl AU - ITT Industries, Incorporated AU - Federal Highway Administration TI - Traffic Analysis Toolbox Volume IV: Guidelines for Applying CORSIM Microsimulation Modeling Software PY - 2007/01//Final Report SP - 348p AB - This report describes a process and acts as guidelines for the recommended use of CORSIM traffic simulation software in transportation analyses. The seven-step process presented in these guidelines highlights the aspects of a CORSIM analysis from project start to project completion. The seven steps in the process include: 1) scope project, 2) data collection, 3) base model development, 4) error checking, 5) calibration - comparing model measures of effectiveness (MOEs) to field data (and adjusting model parameters), 6) alternatives analysis, and 7) final report. Each step is described in detail and an example problem applying the process is carried through the entire document. The report appendices contain detailed information covering areas such as: fundamentals of CORSIM model theory, an overview of CORSIM capabilities and limitations, guidance on the initialization period, a discussion on actuated signal control in CORSIM, coding techniques for complex situations, and run-time extension. KW - CORSIM (Traffic simulation model) KW - Guidelines KW - Microsimulation KW - Traffic simulation UR - http://www.ops.fhwa.dot.gov/trafficanalysistools/tat_vol4/vol4_guidelines.pdf UR - https://trid.trb.org/view/838485 ER - TY - RPRT AN - 01055159 AU - Montney, Rodney A AU - Wojakowski, John AU - Kansas Department of Transportation AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Silica Fume in Bridge Deck Concrete Overlays PY - 2007/01//Final Report SP - 5p AB - Chlorides that are used for ice control on the Kansas highways cause serious corrosion of the reinforcing steel in concrete bridges. The Kansas Department of Transportation (KDOT) has tried various methods to prevent chloride from penetrating the concrete on bridge decks. In 1990 two silica fume bridge deck overlays were placed on I-470 in Shawnee County along side of two control bridges. While the silica fume overlays have successfully inhibited the chloride penetration of the concrete, extensive cracking occurred in the silica fume overlays. Most of the cracking occurred in the first five years of the bridge deck life. KDOT has made significant changes in curing methods since 1990 to control the early cracking in the silica fume overlays. KW - Bridge decks KW - Chlorides KW - Concrete bridges KW - Concrete overlays KW - Corrosion KW - Cracking KW - Kansas KW - Permeability KW - Reinforcement (Engineering) KW - Silica fume UR - http://ntl.bts.gov/lib/55000/55700/55790/FHWA-KS-07-3.PDF UR - https://trid.trb.org/view/814071 ER - TY - RPRT AN - 01054639 AU - Buxbaum, Jeffrey N AU - Ortiz, Iris N AU - Keenan, Carol AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Financing Freight Improvements PY - 2007/01//Final Report SP - 161p AB - This Guidebook describes funding and financing tools available for freight investments. The Guidebook has been designed to provide information to the Federal Highway Administration, states, metropolitan planning organizations, and other parties interested in investing in freight infrastructure. The Guidebook is composed of four sections: 1. Funding and Financing Tools for Freight Investment – This section describes existing Federal funding programs and financing tools that could be used to fund freight investments. It also provides an overview of several state programs that support freight projects. 2. Case Studies of Freight Financing – This section provides brief summaries of how various types of freight-related projects were financed. 3. References – This section provides links to other freight financing resources. 4. Glossary of Terms. KW - Airports KW - Case studies KW - Financing KW - Freight transportation KW - Handbooks KW - Highways KW - Improvements KW - Infrastructure KW - Intermodal facilities KW - Ports KW - Railroad facilities UR - http://www.ops.fhwa.dot.gov/freight/publications/freightfinancing/freightfinancing.pdf UR - http://ntl.bts.gov/lib/26000/26800/26854/freightfinancing.pdf UR - https://trid.trb.org/view/813763 ER - TY - RPRT AN - 01054637 AU - Burdette, Edwin G AU - Deatherage, J Harold AU - Goodpasture, David W AU - University of Tennessee, Knoxville AU - Tennessee Department of Transportation AU - Federal Highway Administration TI - Behavior of Laterally Loaded Piles Supporting Bridge Abutments - Phase II PY - 2007/01//Final Report - Phase II SP - 57p AB - Tests were performed over approximately a three-year period to investigate the behavior of integral abutments supported by prestressed concrete piles. Four abutments were tested. The piles were embedded 12 in. into a 36-in.-wide concrete abutment. A slab was cast on top of the abutment to provide ballast, to provide a way to apply lateral load to the system, and to provide a way to restrain the system as lateral load was applied. Restraint was provided by hold-down arms to assure that there was a reversal of moment in the pile at a relatively shallow depth, consistent with restraint expected to occur in a typical highway bridge with integral abutments. The basic test regimen consisted of three tests to 0.5 in. and three tests to 1.0 in. in each direction at a rate of testing of approximately 1.0 in. in 4 hours. After the basic test regimen was completed, other more stringent tests were performed at a much faster rate of loading. The abutments in these tests remained essentially undamaged throughout the entire range of testing. In the tests of abutments on steel piles, the abutments themselves limited the amount of horizontal displacement that the system could tolerate without loss of integrity. In the tests of abutments on prestressed concrete piles, the amount of horizontal displacement was limited by the piles. The results of the research on prestressed concrete piles supporting integral abutments led to the unequivocal conclusion that such piles are appropriate for use in integral abutment bridges. The results also indicate that the Tennessee Department of Transportation’s design criterion which allows 1.0 in. horizontal displacement in each direction is conservative. While no specific recommendation of maximum allowable displacement was formulated through the research, a value of displacement of as much as 1.5 in. would appear to be reasonable. KW - Bridge abutments KW - Horizontal displacement (Structures) KW - Integral abutments KW - Lateral loads KW - Load tests KW - Piles (Supports) KW - Prestressed concrete UR - http://www.tdot.state.tn.us/longrange/reports/RES-1190.pdf UR - https://trid.trb.org/view/813675 ER - TY - RPRT AN - 01051961 AU - Persad, Khali AU - Walton, C Michael AU - Hussain, Shahriyar AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Toll Collection Technology and Best Practices PY - 2007/01 SP - 38p AB - In this research product, tolling practices and technologies are presented. Likely developments and enhancements are reviewed, along with potential tie-ins to other Intelligent Transportation Systems (ITS) deployments. Ultimately, this research project will develop recommendations for vehicle identification/registration systems with the potential to link the tolling function to other desirable transportation system management functions. KW - Automated toll collection KW - Automatic vehicle identification KW - Best practices KW - Intelligent transportation systems KW - Recommendations KW - Technology KW - Toll collection UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5217_P1.pdf UR - https://trid.trb.org/view/811154 ER - TY - RPRT AN - 01051957 AU - Caldas, Carlos H AU - Zhang, Zhanmin AU - Kockelman, Kara M AU - Persad, Khali R AU - Medina, Doris V AU - Chung, Eugene J AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Best Practices in Right-of-Way Valuations and Negotiations Report PY - 2007/01//Technical Report SP - 122p AB - Right-of-way acquisition is an integral component of the overall planning and implementation of highway and transportation projects. This process has become more complex, expensive, time consuming, and socially sensitive over the last few decades. For this reason, the valuations of the parcels and the negotiations with the property owners have been focused on improving the acquisition process. In order to recommend some best practices for successful valuation and negotiation, the research team considered property owners’ experiences, different practices among Texas Department of Transportation district offices, factors that may affect possession type, as well as a thorough literature review. Guidelines, supported by recommended practices and practices to avoid, were identified for each valuation and negotiation. The guidelines and practices focused on promoting good relations between the Texas Department of Transportation and property owners. KW - Best practices KW - Guidelines KW - Labor negotiations KW - Literature reviews KW - Property acquisition KW - Right of way (Land) KW - Valuation UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5379_1.pdf UR - https://trid.trb.org/view/811152 ER - TY - RPRT AN - 01051950 AU - Persad, Khali AU - Walton, C Michael AU - Hussain, Shahriyar AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Electronic Vehicle Identification: Industry Standards, Performance, and Privacy Issues PY - 2007/01 SP - 42p AB - In this research product, industry standards for dedicated short range communications (DSRC) are reviewed, followed by an evaluation of costs and performance. Privacy concerns regarding collection and use of data on vehicle movements are examined in the context of existing and potential legislation, and issues in electronic vehicle registration are introduced. Ultimately, this research project will develop recommendations for vehicle identification/registration systems with the potential to link the tolling function to other transportation system management functions. KW - Automated toll collection KW - Automatic vehicle identification KW - Costs KW - Dedicated short range communications KW - Electronic vehicle registration KW - Legislation KW - Performance KW - Privacy KW - Recommendations KW - Standards UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5217_P2.pdf UR - https://trid.trb.org/view/811155 ER - TY - RPRT AN - 01051936 AU - Wood, Sharon L AU - Hagenberger, Michael J AU - Heller, Bryan E AU - Wagener, Patrick J AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Serviceability Requirements for Load Rating Prestressed Concrete Bridges PY - 2007/01//Research Report SP - 200p AB - Within Texas, the procedures in the AASHTO Manual for Condition Evaluation of Bridges (MCEB) are used to determine the load rating of existing structures. A large number of prestressed concrete bridges that were constructed in the 1950s and 1960s have load ratings that fall below the minimum design vehicle specified in the MCEB. The load ratings for this group of are typically controlled by the serviceability limit state criterion related to the tensile stress in the concrete. A low load rating implies that these bridges have experienced damage under service loads. However, observations made by Texas Department of Transportation personnel during routine inspections indicate that the condition of these bridges is very good, and that there are generally no signs of deterioration. Based on the results of the diagnostic load tests and laboratory fatigue tests, it was concluded that the tensile stress criterion in the MCEB should not be used to evaluate existing prestressed concrete bridges. The calculated tensile stress in the concrete is not a reliable indicator of the stresses induced in the strand due to live load. Conservative guidelines for considering the fatigue limit state explicitly in the load rating process were developed. KW - Fatigue tests KW - Laboratory tests KW - Live loads KW - Load factor KW - Load rating (Bridges) KW - Load tests KW - Prestressed concrete bridges KW - Serviceability KW - Stresses KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/0_1895_1.pdf UR - https://trid.trb.org/view/811280 ER - TY - RPRT AN - 01051563 AU - Young, Rhonda AU - Vokurka, Christopher AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration AU - Mountain-Plains Consortium TI - Relating Wildlife Crashes to Road Reconstruction PY - 2007/01//Final Report SP - 263p AB - Animal-Vehicle Crashes are a growing trend in America, and Wyoming in particular. The focus of this thesis is to determine the effect of road reconstruction on the number of wild animal crashes using changes in the reported animal-vehicle crash rates. Multiple literature sources were reviewed to assess the work previously accomplished in the field of animal-vehicle crashes, with a focus on the work performed in Wyoming and the Rocky Mountain West. Using Geographic Information System (GIS) tools, the Wyoming highway system was analyzed to locate sections of roadway with either animal-vehicle crash rates or frequencies that were higher than average. From these sections, seven reconstruction projects were selected for the study. Statistical analyses were performed with a focus on crash rates. The seven sections were analyzed as an aggregate data set, and it was determined that wild animal-vehicle crash rates experienced increases following reconstruction. During this same time period, those crash rates not associated with animal-vehicle crashes, as well as the overall crash rate, were generally observed to decrease. An analysis of changes in roadway design attributes was performed, and the only attribute observed to have a statistically significant impact on the animal-vehicle crash rate was design speed. KW - Animal vehicle collisions KW - Animals KW - Before and after studies KW - Deer KW - Design speed KW - Geographic information systems KW - Literature reviews KW - Reconstruction KW - Roads KW - Statistical analysis KW - Wildlife KW - Wyoming UR - http://www.mountain-plains.org/pubs/html/mpc-07-189/ UR - http://www.mountain-plains.org/pubs/pdf/MPC07-189.pdf UR - http://ntl.bts.gov/lib/31000/31700/31715/WYDOT_TrappersPt_Final_Report.pdf UR - https://trid.trb.org/view/809147 ER - TY - RPRT AN - 01051556 AU - Mak, King K AU - SMR2 AU - Wyoming Department of Transportation AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Guardrail Crash Test to NCHRP 350 Phase II: Guardrail Transition Sections PY - 2007/01//Final Report SP - 39p AB - The objective of this study was to develop, crash test, and evaluate transition designs for the following W-beam guardrail transitions: Wyoming TL-3 twin steel tube bridge rail. Wyoming TL-4 twin steel tube bridge rail. New Jersey shape concrete bridge barrier rail with tapered toe section. Federal Highway Administration (FHWA) acceptance letters and detailed plans are enclosed. KW - Barriers (Roads) KW - Bridge railings KW - Concrete bridges KW - Guardrails KW - Impact tests KW - National Cooperative Highway Research Program KW - Steel KW - Transition design KW - W-beam guardrail KW - Wyoming UR - https://trid.trb.org/view/809146 ER - TY - RPRT AN - 01050465 AU - Petty, Kevin R AU - Mahoney, William P AU - National Center for Atmospheric Research AU - Federal Highway Administration TI - Weather Applications and Products Enabled Through Vehicle Infrastructure Integration (VII) Feasibility and Concept Development Study PY - 2007/01//Feasibility and Concept Development Study SP - 124p AB - Vehicle Infrastructure Integration (VII) involves the two-way wireless transmission of data from vehicle-to-vehicle and vehicle-to-infrastructure utilizing Dedicated Short Range Communications (DSRC). VII will enable the development of weather-related products and applications designed to improve safety and increase mobility and efficiency along the nation's roadways. This report examines current and future vehicle data elements that have the potential to be used directly or indirectly to sense weather and road conditions. The potential contribution of VII-derived atmospheric and road condition information in the analysis and prediction of weather-related hazards is also explored. To make effective use of mobile data for weather-related applications, it is necessary to invest in research to understand issues associated with current and anticipated data elements; therefore, VII-related research and development topics are surveyed, as well as the feasibility of utilizing VII-enabled data to mitigate the impact of road weather-related hazards. KW - Applications KW - Atmospheric phenomena KW - Data elements (Databases) KW - Dedicated short range communications KW - Feasibility analysis KW - Highway safety KW - Information processing KW - Information systems KW - Infrastructure KW - Mobility KW - Products KW - Research KW - Road conditions KW - Road weather information systems KW - Vehicle infrastructure integration KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications KW - Weather KW - Weather conditions KW - Weather forecasting UR - http://www.ops.fhwa.dot.gov/publications/viirpt/viirpt.pdf UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14350.htm UR - https://trid.trb.org/view/809115 ER - TY - RPRT AN - 01049484 AU - Montney, Rodney A AU - Kansas Department of Transportation AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Multi-State Analysis of the Soundness Test of Aggregates by Freezing and Thawing PY - 2007/01//Final Report SP - 51p AB - Soundness is one of the basis for acceptance for aggregates used by most state departments of transportation. American Association of State Highway and Transportation Officials (AASHTO) provides two test procedures for determining the soundness of aggregates. T-103 determines the freeze-thaw soundness and T-104 determines the sodium or magnesium sulfate soundness of aggregates. Fewer than 10 states utilize the freeze-thaw soundness test, and most of the states that use it have made some modifications to T-103. Four Midwestern states (Iowa, Missouri, Nebraska, and Ohio) were requested to attempt to conduct the freeze-thaw soundness test using Kansas' modifications. Each state received limestone aggregate from the same source in Kansas. These states were also requested to test the aggregate using their own variations of T-103. Ohio tested the material using T-104. Each state found it difficult to exactly duplicate the Kansas test method due to equipment and scheduling constraints. The necessary deviations are taken into account during the evaluation of the data obtained in this round robin. KW - Aggregates KW - American Association of State Highway and Transportation Officials KW - Equipment KW - Freeze thaw tests KW - Iowa KW - Kansas KW - Limestone aggregates KW - Magnesium sulfate KW - Missouri KW - Nebraska KW - Ohio KW - Round robin testing KW - Scheduling constraints KW - Sodium KW - Soundness test UR - http://ntl.bts.gov/lib/55000/55700/55786/FHWA-KS-06-2.PDF UR - https://trid.trb.org/view/807183 ER - TY - RPRT AN - 01047600 AU - Federal Highway Administration TI - LTPP: Year in Review 2006 PY - 2007/01 SP - 8p AB - Improving the productivity and mobility of the national highway transportation system are key goals of the Federal Highway Administration (FHWA). During 2006, FHWA’s Long-Term Pavement Performance (LTPP) program worked toward these goals through its efforts to provide answers to “how” and “why” pavements perform as they do. To better understand pavement performance, the LTPP program gathers and processes data describing the structure, service conditions, and performance of 2,513 pavement test sections in North America. Highway engineers use these data and data analysis findings to help make decisions that lead to more cost-effective and better performing pavements. The LTPP program was designed as a partnership when it was initiated as a 20-year Strategic Highway Research Program (SHRP) project in 1987. The State and Canadian Provincial highway agencies, the American Association of State Highway and Transportation Officials, the Transportation Research Board (TRB), the Canadian Strategic Highway Research Program, and FHWA all continued to play key roles in helping the program achieve its goals in 2006. These partners stay informed about research results and other program activities through the LTPP Web site, e-mail newsletter, publications, meetings and workshops, industry trade associations, and professional societies. In 2006, the funding provided to the LTPP program by the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) was not adequate for meeting all of the program’s needs. As a result, LTPP implemented a new operational plan to focus available resources on the most critical and time-sensitive issues. The primary priority program deliverable for LTPP in September 2009 will be a quality pavement performance database and supporting ancillary information along with a document warehouse that will enable researchers to better understand pavement performance. In collaboration with the TRB LTPP Committee, the LTPP program developed a framework for writing a post-2009 report, which will detail what needs to be done to secure the legacy of the LTPP program. KW - Data collection KW - Databases KW - Decision making KW - Financing KW - Information processing KW - Long-Term Pavement Performance Program KW - Pavement performance KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Strategic Highway Research Program KW - Test sections UR - http://ntl.bts.gov/lib/30000/30500/30549/07028.pdf UR - https://trid.trb.org/view/807127 ER - TY - RPRT AN - 01047561 AU - Iteris, Incorporated AU - Federal Highway Administration AU - Federal Transit Administration TI - Systems Engineering for Intelligent Transportation Systems: An Introduction for Transportation Professionals PY - 2007/01 SP - 116p AB - The Systems Engineering for Intelligent Transportation Systems guide is intended to introduce you to systems engineering and provide a basic understanding of how it can be applied to planning, designing, and implementing intelligent transportation systems (ITS) projects. The guide leads you step by step through the project life cycle and describes the systems engineering approach at each step. It describes how to begin implementing the systems engineering approach on your next ITS project and incorporate it more broadly into your organization’s business processes and practices. KW - Design KW - Handbooks KW - Implementation KW - Intelligent transportation systems KW - Planning KW - Project management KW - Systems engineering UR - http://www.ops.fhwa.dot.gov/publications/seitsguide/seguide.pdf UR - https://trid.trb.org/view/806988 ER - TY - RPRT AN - 01046445 AU - Lahey, Anita M AU - Angermeier, Paul L AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Range-Wide Assessment of Habitat Suitability for Roanoke Logperch (Percina rex) PY - 2007/01//Final Contract Report SP - 56p AB - The Roanoke logperch (Percina rex) is a federally endangered darter endemic to Virginia. Knowledge of its distribution and habitat requirements is limited. Before this study, it was known to occur in the Smith, Pigg, Roanoke and Nottoway river watersheds. The authors surveyed 36 sites in the Dan, Mayo, Smith, Pigg, Blackwater, Big Otter, Falling and Meherrin river and Goose Creek watersheds for new occurrences. The authors found Roanoke logperch in two new watersheds, Goose Creek and Big Otter River, as well as in Smith and Pigg river watersheds. The authors developed a screening model of reaches suitable for Roanoke logperch and assessed habitat suitability at fish-survey sites. The authors found reaches and sites suitable for logperch evenly distributed across the Roanoke drainage. Availability of suitable habitat was strongly correlated with logperch catch among sites. The authors estimate 30-40% of the observed logperch absence were false absences. Due to Roanoke logperch’s low detectability, a combination of range modeling, habitat assessment, and fish surveys may be better indicators of logperch distribution than fish surveys alone. This report provides a synthesis of available knowledge on the distribution of Roanoke logperch and new insights into logperch detectability. The authors recommend that electrofishing generally be used rather than snorkeling to establish logperch presence/absence and that logperch detectability be more rigorously evaluated under a range of sampling conditions. In preparing for road construction or maintenance projects, the authors recommend that the screening model be applied to potentially impacted stream segments to help determine whether sites are suitable for logperch. KW - Endangered species KW - Evaluation and assessment KW - Fishes KW - Habitat (Ecology) KW - Maintenance KW - Road construction KW - Streams KW - Virginia KW - Watersheds UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/07-cr8.pdf UR - http://ntl.bts.gov/lib/37000/37300/37371/07-cr8.pdf UR - https://trid.trb.org/view/806279 ER - TY - RPRT AN - 01046442 AU - Ping, W V AU - Xiao, Yuan AU - FAMU-FSU College of Engineering AU - Florida Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Dynamic Complex Modulus Test and Indirect Diametral Test for Implementing the AASHTO 2002 Design Guide for Pavement Structures in Florida PY - 2007/01//Final Report SP - 253p AB - The primary objective of this study was to evaluate the dynamic complex modulus test and indirect tensile test for implementing the American Association of State Highway and Transportation Officials (AASHTO) Mechanistic-Empirical (M-E) Design Guide for Pavement Structures in Florida. The specific goals of the study were to develop the dynamic testing capabilities, to perform the dynamic complex modulus test and indirect diametral test, and to establish a database for referencing available resilient modulus and dynamic modulus values for targeted Florida asphalt concrete mixtures. To achieve the objectives and goals, a complete dynamic testing system was purchased to perform the temperature controlled dynamic tests. A laboratory experimental program was also developed to evaluate 20 selected Superpave asphalt concrete mixtures with a range of aggregates and mix designs. One type of asphalt binder, PG 67-22 (AC-30), was used for all mixtures tested. The 20 asphalt concrete mixtures were tested for both dynamic complex modulus and indirect tensile resilient modulus. The master curves were developed and constructed using the time temperature superposition principle. The Witczak prediction model was adopted to perform the comparison between predicted and measured dynamic modulus for all mixture series. The comparison indicated that the Witczak prediction model worked very well for the Florida asphalt concrete mixtures tested in this study. A comparative study was also made between the dynamic modulus and resilient modulus test results. The linear regression analysis indicated that the total resilient modulus increased with an increase in dynamic modulus at a specific loading frequency. The resilient modulus values were comparable with the dynamic modulus values at the loading frequency of 4 Hz. KW - AASHTO Guide for Design of Pavement Structures KW - Aggregates KW - American Association of State Highway and Transportation Officials KW - Asphalt concrete KW - Diametral test KW - Dynamic modulus of elasticity KW - Florida KW - Hot mix asphalt KW - Linear regression analysis KW - Loading frequency KW - Master curves KW - Mathematical prediction KW - Mix design KW - Mixtures KW - Modulus of resilience KW - Superpave KW - Tension tests KW - Time-temperature superposition UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC352_12_rpt.pdf UR - https://trid.trb.org/view/805650 ER - TY - RPRT AN - 01046436 AU - Petritsch, Theodore Anton AU - Challa, Srikalyan AU - Huang, Herman AU - Mussa, Renatus AU - Sprinkle Consulting, Incorporated AU - Florida Department of Transportation AU - Federal Highway Administration TI - Evaluation of Geometric and Operational Characteristics Affecting the Safety of Six-Lane Divided Roadways PY - 2007/01//Final Report SP - 160p AB - The overall objective of this project was to evaluate roadway and operational factors influencing the high injury and fatality rates on six-lane divided roadways in Florida. To accomplish this objective, data from the Florida Department of Transportation (FDOT) crash database, the Roadway Characteristics Inventory, FDOT videologs, and field studies were analyzed. Although four-lane roadways had more crashes than six-lane roadways in terms of percentages, six-lane roadways had higher crash, fatality, and injury rates based on many environmental and geometric factors. The Spearman and chi-square tests showed that, based on a number of geometric and traffic variables, the distribution of crashes on four-lane and six-lane highways were not significantly different. Zero-inflated negative binomial models were used to model crash rates according to three levels of severity: (1) fatal and severe injury, (2) non-incapacitating and possible injury, and (3) property damage only. Increases in the number of signals per miles and the number of driveways per mile increased the crash rate. Increases in inside shoulder width, horizontal degree of curvature, outside shoulder width, median width, and surface width all reduced the crash rate. Based on the results of this research, the researchers strongly endorse FDOT’s efforts to enforce its standards, especially with regard to median width, shoulder width, and access management. KW - Chi square test KW - Crash rates KW - Crashes KW - Curvature (Road) KW - Databases KW - Divided highways KW - Fatalities KW - Field studies KW - Four lane highways KW - Geometric analysis KW - Geometric design KW - Highway safety KW - Injury rates KW - Mathematical models KW - Medians KW - Operational characteristics KW - Property damage KW - Road shoulders KW - Six lane highways KW - Videolog KW - Width KW - Zero-Inflated Negative Binomial UR - http://www.fdot.gov/research/Completed_Proj/Summary_SF/FDOT_BD543_05_rpt.pdf UR - https://trid.trb.org/view/805651 ER - TY - RPRT AN - 01046408 AU - Henault, John W AU - Connecticut Department of Transportation AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - An Investigation of Low Strength PCC Test Results Utilizing Concrete Temperature Loggers PY - 2007/01 SP - 26p AB - This report presents results of a study to assess Connecticut Department of Transportation's (ConnDOT's) portland cement concrete (PCC) testing methods. The study was designed in order to investigate why some cured PCC specimens did not attain required 28-day strength, even though investigations of these low-strength test results revealed that many in-place PCC strengths were actually acceptable. Statistical analyses of historical data were performed with SPSS® statistical software to identify when low-strength test results occur most often, and what PCC mix types are most problematic. Results showed that PCC rejections occur most often, on a percentage basis, during the summer months, and that higher strength mix types (≥ 3500 psi) are most problematic. Next, researchers made and cured test specimens side-by-side with construction inspectors to assess testing methods. Temperature and maturity probes were embedded in 6"x12" cylindrical specimens and in-place concrete structures to monitor curing. Based upon a literature review, observations, and data collected in the field, it appears many of ConnDOT's PCC rejections occur as a result of elevated temperatures during initial curing of cylindrical PCC test specimens. KW - Concrete curing KW - Concrete maturity method KW - Connecticut KW - Data collection KW - Portland cement concrete KW - Statistical analysis KW - Strength of materials KW - Temperature KW - Test procedures UR - https://trid.trb.org/view/806537 ER - TY - RPRT AN - 01046404 AU - Willoughby, Kim A AU - Mahoney, Joe P. AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - An Assessment of WSDOT's Hot Mix Asphalt Quality Control and Assurance Requirements PY - 2007/01//Final Report SP - 88p AB - This report assesses various elements of the Washington State Department of Transportation (WSDOT) hot-mix quality assurance (QA) specification. Current WSDOT QA specifications contain measures of in-place density, asphalt content, and aggregate gradation for contractor pay and special provisions allow for additional pay factor items based on volumetric properties. Data from production paving projects suggests that use of the original pay items are adequate in determining the quality of hot-mix asphalt (as opposed to pay items based on volumetric mix properties). Additionally, the option of increasing the minimum compaction level (currently 91% of theoretical maximum density) is recommended to increase quality. In addition, a contractor quality control (QC) program is recommended for consideration by WSDOT. KW - Aggregate gradation KW - Asphalt concrete KW - Asphalt content KW - Assessments KW - Compaction KW - Contractors KW - Hot mix asphalt KW - In place density KW - Pay factor KW - Quality assurance KW - Quality control KW - Superpave KW - Volumetric analysis KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/517.2.pdf UR - https://trid.trb.org/view/806327 ER - TY - RPRT AN - 01046400 AU - McKinney, Ted AU - Smith, Thorry AU - Arizona Game and Fish Department AU - Arizona Department of Transportation AU - Federal Highway Administration TI - US93 Bighorn Sheep Study: Distribution and Trans-Highway Movements of Desert Bighorn Sheep in Northwestern Arizona PY - 2007/01//Final Report SP - 66p AB - Desert bighorn sheep were monitored via satellite telemetry, ground observations, and track beds between 2004 and 2006, primarily to determine distribution and movements relative to mileposts (MP) 3 to 17 of U.S. Highway 93 in the Black Mountains of northwestern Arizona. Bighorns were distributed and moved throughout the study area, but locations of trans-highway movements were not random. Construction of a highway bypass structure between MP 0 and 3 had no apparent effects on permeability of the right-of-way corridor to bighorns. Bighorns concentrated trans-highway movements in the area of proposed highway realignments between MP 3 and 17 at five locations. The research team identified five continuous, linear, elevated guideways (ridgelines) in this area where bighorns concentrated trans-highway movements. Specifically, these ridgelines were located near MP 3.3, 5.1, 7.7, 12.2, and 15.3. Eighty-two percent of highway crossings between MP 3 and 17 occurred near ridgelines at MP 3.3, 5.1, and 12.2, and the research team concluded highway crossing structures at these locations likely would promote highway permeability at a level ensuring genetic heterogeneity and vigor of the resident desert bighorn sheep population. KW - Arizona KW - Artificial satellites KW - Bypasses KW - Desert bighorn sheep KW - Field studies KW - Highway bridges KW - Mileposts KW - Ridgelines KW - Telemetry KW - Trans-highway movements KW - Wildlife UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ576.pdf UR - https://trid.trb.org/view/806346 ER - TY - RPRT AN - 01046399 AU - Fontaine, Michael D AU - Yakkala, Anjani P AU - Smith, Brian Lee AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Probe Sampling Strategies for Traffic Monitoring Systems Based on Wireless Location Technology PY - 2007/01//Final Contract Report SP - 57p AB - Transportation agencies have become very interested in traffic monitoring systems based on wireless location technology (WLT) since they offer the potential of collecting travel time data across a wide portion of the road system. Prior tests of WLT-based systems have been unsuccessful, in part because they have treated the road network as a homogeneous entity. This “area-wide” method has inherent limitations, causing congested roadways to be over sampled and uncongested and low volume roads to be under sampled. This project developed a methodology to estimate sampling parameters based on localized traffic conditions in the network, termed a “zonal approach.” In zonal WLT systems, the roadway network is disaggregated into smaller areas, termed “zones,” based on cellular coverage areas. In this research, two zonal sampling strategies were examined and tested using three simulated networks. When the road network is complex, the zonal priority sampling strategy was found to distribute probes throughout the network and produced a larger number of speed estimates on uncongested and low volume roads. Moreover, the zonal priority strategy improved speed estimation accuracy by 10% over the other two sampling strategies. For networks with simple geometry or uniform congested traffic conditions, there were no significant differences among the sampling strategies. The results of this research indicate that the homogeneous approach used by earlier deployments has limitations, and results could be potentially improved by tailoring sampling parameters to a more localized level. KW - Monitoring KW - Sampling KW - Sampling strategies KW - Strategic planning KW - Traffic KW - Traffic congestion KW - Traffic surveillance KW - Traffic volume KW - Wireless location technology UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/07-cr12.pdf UR - http://ntl.bts.gov/lib/37000/37300/37370/07-cr12.pdf UR - https://trid.trb.org/view/806278 ER - TY - RPRT AN - 01045895 AU - Federal Highway Administration TI - Advanced Parking Management Systems: A Cross-Cutting Study. Taking the Stress Out of Parking PY - 2007/01 SP - 60p AB - This study examines advanced parking management systems (APMSs) in three venues: airports, central business districts, and transit park-and-ride locations. Specifically, the systems examined in this study provide directional and space availability information to patrons as they proceed to the parking facility. This study presents findings from current advanced parking management literature and visits to APMS project sites. Lessons collected from six sites are presented and three sites are profiled in depth. Interviews with planners, deployers, and operators provide insight into the benefits, costs, and issues from differing venues located in different regions of the country. The purpose of this study is to enable those considering APMSs to benefit from the experience of others in their planning, design, operation, and maintenance. KW - Advanced parking management systems KW - Airport parking KW - Benefits KW - Central business districts KW - Costs KW - Interviewing KW - Literature reviews KW - Maintenance practices KW - Operations KW - Park and ride KW - Parking KW - Planning and design KW - Site visits UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14318_files/14318.pdf UR - https://trid.trb.org/view/805703 ER - TY - RPRT AN - 01045889 AU - Federal Highway Administration TI - Intelligent Transportation Systems for Work Zones PY - 2007/01 SP - 10p AB - Americans lose 3.7 billion hours and 2.3 billion gallons of fuel every year sitting in traffic jams, and nearly 24 percent of non-recurring freeway delay, or about 482 million hours, is attributed to work zones. To combat the country's growing transportation congestion problem, the U.S. Department of Transportation launched the National Strategy to Reduce Congestion on America's Transportation Network. One element of this strategy is to promote operational and technological improvements to the transportation system through the use of congestion-reducing technologies such as Intelligent Transportation Systems (ITS). This brochure gives an overview of the use of ITS in work zones, discusses the benefits and costs of ITS in work zones, comments on ITS deployment in work zones, and presents lessons learned. KW - Benefits KW - Brochures KW - Costs KW - Deployment KW - Intelligent transportation systems KW - Lessons learned KW - Traffic congestion KW - Work zone traffic control UR - http://ntl.bts.gov/lib/jpodocs/brochure/14320.htm UR - http://ntl.bts.gov/lib/jpodocs/brochure/14320_files/14320.pdf UR - https://trid.trb.org/view/805712 ER - TY - RPRT AN - 01045886 AU - Federal Highway Administration TI - Intelligent Transportation Systems for Traveler Information PY - 2007/01 SP - 9p AB - In the 10 most congested areas of the country, each rush hour traveler pays an annual "congestion tax" of $850 to $1,600 in lost time and fuel and spends a total of almost 8 work days each year stuck in traffic. To address this costly problem, the U.S. Department of Transportation launched the National Strategy to Reduce Congestion on America's Transportation Network. One element of this strategy is to advance low-cost operational and technological improvements that increase traveler information through expanded use of Intelligent Transportation Systems (ITS). This brochure presents a brief overview of real-time traveler information, discusses the benefits and costs of providing real-time traveler information, examines deployment of traveler information systems, and concludes with lessons learned from experience. KW - Benefits KW - Brochures KW - Costs KW - Deployment KW - Intelligent transportation systems KW - Lessons learned KW - Real time information KW - Traveler information and communication systems UR - http://ntl.bts.gov/lib/jpodocs/brochure/14319.htm UR - http://ntl.bts.gov/lib/jpodocs/brochure/14319_files/14319.pdf UR - https://trid.trb.org/view/805709 ER - TY - RPRT AN - 01045875 AU - Mukhopadhyay, Anal Kanti AU - Neekhra, Siddharth AU - Zollinger, Dan G AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Preliminary Characterization of Aggregate Coefficient of Thermal Expansion and Gradation for Paving Concrete PY - 2007/01//Technical Report SP - 124p AB - This report is primarily focused on measurement and modeling of aggregate coefficient of thermal expansion (COTE) and its effect on early-age crack patterns. This report also covers the aggregate gradation effects on early-age concrete properties. A new mineralogical approach is introduced to predict the COTE of aggregate and concrete. Basically, a modeling approach is developed based on the assumption that the COTE of aggregate and concrete can be predicted from the COTE of their constituent components. Volume percentage, COTE, and elastic modulus of each constituent mineral phase are considered as inputs for the aggregate COTE model, whereas the same properties for coarse aggregate and mortar are considered for the concrete COTE model. Methods were formulated to calculate the mineral volume percentage from bulk chemical analysis for different types of rocks commonly used as aggregates in Texas. A dilatometer testing method was established to measure the COTE of aggregate and pure minerals. Calculated aggregate COTE based on the determined COTE of pure minerals and their respective calculated volume percentages show a good resemblance to the measured aggregate COTE by use of dilatometry. Similarly, predicted concrete COTE based on the calculated COTE of aggregate and mortar and their respective volume percentages compared well with the dilatometer measured concrete COTE. Such a favorable comparison between predicted and measured COTE provided a basis to establish the composite model to predict aggregate and concrete COTE. Aggregate gradation effects on cracking-related displacements of concrete were investigated in the laboratory using the German cracking frame. Concrete workability was assessed by use of the slump and drop tests (German DIN 1048) for two different concrete mixtures consisting of gap-graded and dense-graded aggregates. Shrinkage strain, cracking frame strain, and concrete strain were measured and compared with strength gain and creep development. The measured and calculated strains of the different aggregate gradations were compared with each other. Gradation effects on strength and stress development relative to tensile cracking at the saw-cut tip were also investigated. KW - Aggregate gradation KW - Aggregates KW - Coefficient of thermal expansion KW - Concrete KW - Cracking KW - Creep KW - Dense graded aggregates KW - Dilatometers KW - Gap graded aggregates KW - Mathematical prediction KW - Minerals KW - Modulus of elasticity KW - Shrinkage KW - Strain (Mechanics) KW - Workability UR - http://tti.tamu.edu/documents/0-1700-5.pdf UR - https://trid.trb.org/view/805677 ER - TY - RPRT AN - 01045874 AU - Federal Highway Administration TI - Intelligent Transportation Systems for Traffic Signal Control PY - 2007/01 SP - 8p AB - Poor traffic signal timing accounts for an estimated 10 percent of all traffic delay – about 300 million vehicle-hours – on major roadways alone. Americans agree that this is a problem: one U.S. Department of Transportation (DOT) survey found that 47 percent of people believe delays caused by congestion are the top community concern. Recognizing that congestion has become a national problem, the U.S. DOT launched the National Strategy to Reduce Congestion on America's Transportation Network. One element of this strategy is to reduce congestion by promoting operational and technical improvements that will enable existing roadways to operate more efficiently. This brochure presents a brief overview of intelligent transportation systems (ITS) for traffic signal control, discusses the benefits and costs of ITS for traffic signal control, looks at current deployment of ITS for traffic signal control, and concludes with lessons learned from experience. KW - Benefits KW - Brochures KW - Costs KW - Deployment KW - Intelligent transportation systems KW - Lessons learned KW - Traffic signal control systems UR - http://ntl.bts.gov/lib/jpodocs/brochure/14321.htm UR - http://ntl.bts.gov/lib/jpodocs/brochure/14321_files/a1019-tsc_digital_n3.pdf UR - https://trid.trb.org/view/805714 ER - TY - RPRT AN - 01045873 AU - Federal Highway Administration TI - Intelligent Transportation Systems for Traffic Incident Management PY - 2007/01 SP - 15p AB - Americans lose 3.7 billion hours and 2.3 billion gallons of fuel every year sitting in traffic. In 2004, trucks idling in traffic are estimated to have cost the trucking industry some 243 million hours, the equivalent of 17,000 work years, with a cost of $8 billion. To combat the country's growing transportation congestion problem, the U.S. Department of Transportation launched the National Strategy to Reduce Congestion on America’s Transportation Network. One element of this initiative is to reduce incident-related congestion by promoting operational and technological improvements that increase incident response capabilities. This brochure gives a brief overview of traffic incident management, discusses the benefits and costs of traffic incident management, looks at current deployment, and summarizes lessons learned. KW - Benefits KW - Brochures KW - Costs KW - Deployment KW - Incident management KW - Intelligent transportation systems KW - Lessons learned KW - Traffic congestion KW - Traffic incidents UR - http://ntl.bts.gov/lib/jpodocs/brochure/14288.htm UR - http://ntl.bts.gov/lib/jpodocs/brochure/14288_files/14288.pdf UR - https://trid.trb.org/view/805708 ER - TY - RPRT AN - 01045519 AU - Chatman, Daniel G AU - University Transportation Research Center AU - Federal Highway Administration TI - Transportation Credit Mortgages, Spatial Sorting, and Housing Supply: Who Benefits? PY - 2007/01//Final Report SP - 24p AB - Transportation credit mortgage (TCM) programs are intended to reduce auto use, decrease sprawl, and increase housing options for low- and moderate-income households. The centerpiece of such programs is a credit to income for expected savings on auto use for households who purchase a home with good transit access and/or high population density. It is hoped, first, that a higher share of those in target neighborhoods will consist of households who use transit and walk; second, that there will be more housing provided in target neighborhoods. But both outcomes depend on conditions that may not hold. In markets where housing costs are high, and where TCMs have often been targeted, they are particularly unlikely to work as intended. Such markets are often characterized by high demand due to growth pressures and significant policy constraints on new development. Given those conditions it is possible that existing owners of land in TCM-targeted areas will receive a one-time windfall in the form of a higher sales price for their homes; low- and moderate-income households will pay more for housing with little or no benefit to show for it; and the share of travel via alternative modes will remain stable or decline. The TCM may not have these unintended negative effects in high-turnover, low-growth markets with a high elasticity of housing supply—but in such markets, paradoxically, the TCM is less likely to make a difference in housing bids because fewer households are likely to be constrained by standard lending criteria. KW - Benefits KW - Costs KW - Households KW - Housing KW - Markets KW - Population density KW - Public transit KW - Spatial sorting KW - Transit access KW - Transportation credit mortgages KW - Transportation planning KW - Urban sprawl UR - http://www.utrc2.org/research/assets/112/mortgages1.pdf UR - https://trid.trb.org/view/805049 ER - TY - RPRT AN - 01045513 AU - Sillick, Susan C AU - Abernathy, Craig AU - Montana Department of Transportation AU - Federal Highway Administration TI - FFY 2006 Annual Report for the Montana Department of Transportation Research Programs PY - 2007/01//Annual Report SP - 112p AB - The Montana Department of Transportation (MDT) conducts research to discover, develop, or extend knowledge needed to operate, maintain, and improve the statewide multimodal transportation system. Specific goals include: evaluation and advancement of new technologies, materials, and methods; development of design and analysis techniques; and study of current transportation challenges. The purpose of this report is to give an overall description of research, development, and technology transfer activities for federal fiscal year (FFY) 2006 within the Research Programs of the Montana Department of Transportation (MDT). Through these activities, the Research Programs enhances MDT’s ability to deliver efficient and effective transportation services. MDT's mission is to serve the public by providing a transportation system and services that emphasize quality, safety, cost effectiveness, economic vitality, and sensitivity to the environment. MDT’s Research Programs impacts each and every part of MDT’s mission. Research projects completed in FFY 2006 yielded results that when fully implemented will improve: efficiency and effectiveness of MDT operations and technology transfer, including improving ride on Montana’s roads; economic vitality; sensitivity to the environment, including decreasing vehicle-wildlife collisions, improving design for safety, and improving revegetation of roadsides; safety, by decreasing roadside hazards, decreasing young driver accidents, and through training and technology transfer; and quality of what we do and how we do it, including bridge design and inspection, use of the most efficient materials and technology, and materials testing and acceptance. KW - Annual reports KW - Bridge design KW - Cost effectiveness KW - Crashes KW - Economic vitality KW - Environment KW - Knowledge KW - Materials KW - Montana KW - Multimodal transportation KW - Quality of service KW - Research KW - Research programs KW - Roadside hazards KW - Safety KW - Technology KW - Technology transfer KW - Teenage drivers KW - Training KW - Transportation services UR - http://www.mdt.mt.gov/research/docs/annual_report/2006.pdf UR - https://trid.trb.org/view/805022 ER - TY - RPRT AN - 01045504 AU - Cuelho, Eli AU - Mokwa, Robert AU - Obert, Keely AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - Comparative Analysis of Coarse Surfacing Aggregate Using Micro-Deval, L.A. Abrasion and Sodium Sulfate Soundness Tests PY - 2007/01//Final Report SP - 47p AB - Aggregates used in the construction of roads must be durable, abrasion resistant, and freeze-thaw resistant in order to perform well in pavement or as base course. The objective of this study was to investigate whether the Micro-Deval test will provide better, timelier, and more repeatable information about the quality of an aggregate than the Sodium Sulfate Soundness test. This objective was met by (1) conducting a thorough literature review, (2) testing a variety of soils from across Montana, and (3) analyzing these results to reveal potential trends. The literature review indicated that the Micro-Deval test has good repeatability characteristics, and that it correlates well to field performance. Laboratory tests (Micro-Deval, L.A. Abrasion, and Sodium Sulfate) were conducted on a variety of soil types to examine the repeatability of each test method, and to examine how well the methods correlate with each other in terms of predicting aggregate durability and degradation. Test results were normalized to facilitate direct comparisons between the three methods. Linear regression of the data points and corresponding confidence intervals were plotted to qualitatively assess agreement or disagreement between test methods. The authors concluded that the Micro-Deval test is a suitable replacement for the Sodium Sulfate test as the primary method for evaluating aggregate durability, with limitations. Because there were some inconsistent durability determinations between test methodologies, the authors recommend that the Micro-Deval test results be further supported by a second aggregate durability test whenever the Micro-Deval results fall between the cutoff value and plus 30% of the cutoff value. In other words, when the Micro-Deval test result for an aggregate is between 18 and 24% loss, a second test using an alternate method is recommended before any conclusions are made regarding the durability or quality of an aggregate. KW - Abrasion resistance KW - Aggregate degradation KW - Aggregates KW - Coarse aggregates KW - Comparative analysis KW - Durability KW - Freeze thaw durability KW - Laboratory tests KW - Linear regression analysis KW - Literature reviews KW - Los Angeles Abrasion Test KW - Micro-Deval Abrasion Test KW - Montana KW - Pavements KW - Road construction KW - Sodium sulfate test KW - Soils KW - Soundness test UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/coarse_aggregate/final_report.pdf UR - http://ntl.bts.gov/lib/45000/45800/45834/final_report56.pdf UR - https://trid.trb.org/view/804968 ER - TY - RPRT AN - 01045475 AU - Federal Highway Administration TI - Highway Quality Compendium PY - 2007/01 SP - 129p AB - This report presents a compendium of articles, from a variety of journals, on highway quality. Quality encompasses everything from project planning and design to construction materials, workmanship, and durability of the finish product. Safety characteristics, project management, and financial stewardship are all critical concerns. Highway professionals see quality in a highway that conforms to certain design or construction standards while providing excellent long-term performance. The public sees quality in congestion relief, increased mobility, and safety benefits. Quality is not one characteristic, but an end result that provides value to all. The articles in the report are grouped under the following headings: Building Quality into Highways; Quality Assurance; Performance Standards and Performance Warranties; Customer Satisfaction; National Partnership for Highway Quality; Asset Management; Accelerated Construction; Asphalt; and Concrete. KW - Accelerated construction KW - Asphalt pavements KW - Asset management KW - Concrete pavements KW - Customer satisfaction KW - Durability KW - Financing KW - Highway design KW - Highway operations KW - Highway planning KW - Highway safety KW - Highway traffic KW - Highway travel KW - Highways KW - Materials KW - Mobility KW - Pavement performance KW - Project management KW - Quality assurance KW - Quality control KW - Quality of work KW - Road construction KW - Standards KW - Stewardship KW - Traffic congestion KW - Travelers KW - Warranty KW - Workmanship UR - https://trid.trb.org/view/805450 ER - TY - RPRT AN - 01045437 AU - Federal Highway Administration AU - Federal Transit Administration TI - 2006 Status of the Nation's Highways, Bridges, and Transit: Conditions & Performance. Report to Congress PY - 2007/01//Report to Congress SP - 436p AB - This is the seventh in a series of combined documents prepared by the U.S. Department of Transportation to satisfy requirements for reports to Congress on the condition, performance, and future capital investment needs of the Nation's highway and transit systems. This report incorporates highway, bridge, and transit information required by Section 502(h) of Title 23, United States Code (U.S.C.), as well as transit system information required by Section 308(e) of Title 49, U.S.C. Beginning in 1993, the Department combined two separate existing report series that covered highways and transit to form this report series. This document is intended to provide decision makers with an objective appraisal of the physical conditions, operational performance, and financing mechanisms of highways, bridges, and transit systems based both on the current state of these systems and on the projected future state of these systems under a set of alternative future investment scenarios. This report offers a comprehensive, factual background to support the development and evaluation of legislative, program, and budget options at all levels of government. It also serves as a primary source of information for national and international news media, transportation associations, and industry. This report consolidates conditions, performance, and financial data provided by States, local governments, and mass transit operators to provide a national-level summary. Some of the underlying data are available through the Department's regular statistical publications. The future investment scenario analyses are developed specifically for this report and provide national-level projections only. The report begins with a Highlights section that lists key findings, focusing mainly on changes in various indicators since 1997, the last year prior to the enactment of the Transportation Equity Act for the 21st Century (TEA-21). This is followed by an Executive Summary that highlights the key findings in each individual chapter. The main body of the report is organized into four major sections. Part I, "Description of Current System," and Part II, "Investment/Performance Analysis," include the core analyses of the report. Parts I and II correspond to the first 10 chapters of the 2004 edition. Chapters 2 through 10 begin with a combined summary of highway and transit issues, followed by separate sections discussing highways and transit in more detail. Part III, "Special Topics," explores further some topics related to the primary analyses in the earlier sections of the report. Part IV, "Afterward: A View to the Future," identifies potential areas for improvement in the data and analytical tools used to produce the analyses contained in this report, and describes ongoing research activities. The report also contains three technical appendices that describe the investment/performance methodologies used in the report for highways, bridges, and transit. KW - Bridges KW - Condition surveys KW - Financing KW - Highways KW - Investments KW - Performance KW - Public transit KW - United States KW - United States Congress UR - http://www.fhwa.dot.gov/policy/2006cpr/pdfs/cp2006.pdf UR - http://ntl.bts.gov/lib/33000/33400/33454/2006Status.pdf UR - https://trid.trb.org/view/805635 ER - TY - RPRT AN - 01045435 AU - Sobanjo, John O AU - Thompson, Paul D AU - Florida State University, Tallahassee AU - Paul D Thompson, Consultant AU - Florida Department of Transportation AU - Federal Highway Administration TI - Decision Support for Bridge Programming and Budgeting PY - 2007/01//Final Report SP - v.p. AB - This study has developed a bridge decision support tool for network-level analysis of tradeoffs between performance and funding, using a multi-objective benefit/cost analysis to predict system wide performance at any given budget or the funding requirement of any target performance level. Extensive literature review was initially done, including review of pertinent previous research done by the Florida Department of Transportation (FDOT), as well as Asset Management-related research done by the Federal Highways Administration (FHWA), National Cooperative Highway Research Program (NCHRP), and others. Performance measures were developed, compatible with the prior models inside the FDOT Pontis bridge management system, particularly the Project Level Analysis Tool (PLAT), and the use of the FDOT's Deficient Bridges List (DBL). An optimization model framework was formulated and developed using the incremental-benefit algorithm, with performance measures serving as constraints and objectives. Labeled the Network Analysis Tool (NAT), the model is developed as a Microsoft Excel spreadsheet to supplement the functionality of American Association of State Highway and Transportation Officials (AASHTO) Ware® Pontis®. The primary purpose of the NAT is to determine the maximum level of inventory performance achievable at any given level of funding over a 10-year planning horizon. The budget constraint can be easily manipulated by the user to analyze sensitivity to funding uncertainty. Also included is the user interface mockup for the digital dashboard of the decision support tool. A use-case analysis is presented, describing how the NAT will assist in the Department's programming and budgeting decision making activities. A domain model organizes the essential concepts of the programming and budgeting problem in a manner that will serve as an outline for data requirements and software components and provides a framework for integrating the product with FDOT's Pontis database and its existing PLAT. During this study, a preliminary evaluation of the FHWA's NBI translator was also done, as well as the formulation of a proposed new methodology for NBI translation of Pontis' element condition data to the NBI condition ratings format. KW - American Association of State Highway and Transportation Officials KW - Asset management KW - Benefit cost analysis KW - Bridge management systems KW - Bridge programming KW - Bridges KW - Budgeting KW - Decision making KW - Decision support systems KW - Deficient bridges list KW - Financing KW - Florida KW - Incremental-benefit algorithm KW - Literature reviews KW - National Cooperative Highway Research Program KW - Optimization KW - Performance KW - Performance measurement KW - Planning KW - Spreadsheets KW - U.S. Federal Highway Administration KW - Use-case analysis UR - http://www.fdot.gov/research/Completed_Proj/Summary_MNT/FDOT_BD543_09_rpt.pdf UR - https://trid.trb.org/view/805606 ER - TY - RPRT AN - 01045427 AU - Ping, W V AU - Ling, Ching-Cin AU - FAMU-FSU College of Engineering AU - Florida Department of Transportation AU - Federal Highway Administration TI - Enhancement of Resilient Modulus Data for the Design of Pavement Structures in Florida PY - 2007/01//Final Report SP - 185p AB - This study is a follow up research project on the development of a resilient modulus database for pavement design applications. The primary objective of the research was to populate and enhance the previously developed resilient modulus database for the purpose of establishing resilient modulus correlation models based on basic material physical properties. To achieve the objective, 25 subgrade materials were collected for testing from the Florida Department of Transportation (FDOT) district offices around the state. The basic physical properties of the subgrade materials were characterized by the FDOT State Materials Office and subsequently evaluated by the researchers. The subgrade materials were also transported to the laboratory in Tallahassee where resilient modulus tests were performed using the American Association of State Highway and Transportation Officials (AASHTO) T307-99 test method. All of the test data concerning the basic material physical properties and the resilient modulus test results were stored in an enhanced database using Microsoft Access. In addition, a comprehensive literature review was conducted to evaluate the resilient modulus of granular subgrade materials. The resilient modulus test results were analyzed using a statistical approach (Minitab statistical software) to evaluate the effect of soil physical properties on the resilient modulus. Multiple regression analyses were also performed to find optimum resilient modulus prediction models based on the various soil types, test methods, and other test conditions. The resilient modulus values obtained from the prediction models were generally within a range of +/- 20% of the laboratory measured resilient modulus values. The research findings from this study could be adopted for future implementation of the mechanistic-empirical pavement design in Florida. KW - Correlation analysis KW - Databases KW - Florida KW - Laboratory tests KW - Literature reviews KW - Mathematical prediction KW - Mechanistic-Empirical Pavement Design Guide KW - Modulus of resilience KW - Pavement design KW - Physical properties KW - Regression analysis KW - Soils KW - Statistical analysis KW - Subgrade materials KW - Testing UR - http://www.fdot.gov/research/Completed_Proj/Summary_RD/FDOT_BD543_04_rpt.pdf UR - https://trid.trb.org/view/805479 ER - TY - RPRT AN - 01045214 AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) TI - Accelerated Construction Technology Transfer: Building on Success PY - 2007/01//Annual Report SP - 30p AB - This report describes the Accelerated Construction Technology Transfer (ACTT) program, relates the history of the program, notes the successes and lessons learned, describes an ACTT workshop, provides skill sets recommendations by skill set team leaders, gives the status of state ACTT projects, lists the ACTT management team, and offers a calendar of ACTT workshops occurring from 2003 through 2006. Contact information is provided throughout the report. KW - Accelerated construction KW - Accelerated Construction Technology Transfer program KW - Annual reports KW - History KW - Lessons learned KW - Management KW - Motor skills KW - Recommendations KW - States KW - Technology transfer KW - Workshops UR - https://trid.trb.org/view/804134 ER - TY - JOUR AN - 01044754 JO - Public Roads PB - Federal Highway Administration AU - Morena, David A AU - Wainwright, W Scott AU - Ranck, Fred TI - Older Drivers at a Crossroads PY - 2007/01 VL - 70 IS - 4 SP - pp 6-15 AB - Older drivers often face visual and cognitive challenges that make driving difficult. This article discusses various intersection design and operational techniques that have the potential to reduce crashes and improve safety for the overall driving population, especially older drivers. These techniques include strategies that will prepare motorists in advance of the intersection, simplify the turning decision, simplify the mechanics of turning, and improve sight distance for turning traffic. Several studies on intersection improvements have shown any treatment that simplifies traffic movement and driving decisions for the average driver will provide an even greater benefit to older drivers. KW - Aged drivers KW - Cognitive impairment KW - Highway design KW - Highway safety KW - Intersection elements KW - Intersections KW - Sight distance KW - Traffic safety KW - Turning traffic KW - Vision disorders UR - http://www.fhwa.dot.gov/publications/publicroads/07jan/02.cfm UR - https://trid.trb.org/view/804810 ER - TY - JOUR AN - 01044750 JO - Public Roads PB - Federal Highway Administration AU - Al-Wazeer, Adel AU - Harris, Bobby AU - Nutakor, Christopher TI - Core Concerns PY - 2007/01 VL - 70 IS - 4 SP - pp 20-23 AB - For the past decade, most states have employed the model of Commonly Recognized (CoRe) Elements for Bridge Inspection, developed by the Federal Highway Administration (FHWA) and American Association of State Highway and Transportation Officials to define bridge elements. Although the CoRe standards cover most bridge elements, some elements that states want to address cannot be covered using descriptions provided through the CoRe elements. As a result, states have resorted to creating their own elements. This article discusses an inquiry by the FHWA to investigate how states use the CoRe standards and what non-CoRe elements have been created by individual states. The investigation found that states vary significantly in their use of non-CoRe elements, and that the non-CoRe elements are used primarily to clarify, expand and augment the information provided through CoRe elements. Since definition of the CoRe elements was intended in part to establish uniformity for data sharing across states, this customization and deviation from the defined CoRe elements may limit the useful of the data for this purpose. KW - American Association of State Highway and Transportation Officials KW - Bridge inspection KW - Bridge management systems KW - Bridge members KW - Bridges KW - Commonly Recognized Elements for Bridge Inspection KW - Data sharing KW - Definitions KW - Standards KW - States KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/07jan/04.cfm UR - https://trid.trb.org/view/804812 ER - TY - JOUR AN - 01044721 JO - Public Roads PB - Federal Highway Administration AU - Furst, Tony TI - Freighted with Urgency PY - 2007/01 VL - 70 IS - 4 SP - pp 16-19 AB - This article discusses the current pressures on the U.S. freight transportation system and how the U.S. Department of Transportation (USDOT) is addressing these challenges through the development of a national freight policy. The challenges are diverse and encompass the highway, rail and water transportation sectors as well as international trade, distribution center and environmental issues. Since the USDOT oversees only a small minority of the components of the U.S. transportation system, the federal government must collaborate with the private sector in order to achieve any meaningful changes in the system. This cooperation is the cornerstone of the Framework for a National Freight Policy. This framework begins with a vision and objectives, and then addresses strategies, tactics and individual tasks that USDOT and its partners in the private and public sectors can pursue to achieve those objectives. The framework's objectives are to accomplish the following: (1) improve operation of the existing freight system; (2) add physical capacity to the system in places where investment makes economic sense; (3) use pricing to better align all costs and benefits between users and owners of the freight system and to encourage the deployment of productivity-enhancing technologies; (4) reduce statutory, regulatory and institutional barriers to improve freight transportation; (5) proactively identify and address emerging transportation needs; (6) maximize the safety and security of the freight transportation system; and (7) mitigate and better manage the environmental, health and community impacts of freight transportation. The framework is a work-in-progress and does not yet include a full suite of details below the level of individual tactics, nor does it contain all the strategies and tactics that need to be pursued. The USDOT is soliciting comments on the framework in order to further refine it. KW - Cooperation KW - Distribution centers KW - Environment KW - Framework for a National Freight Policy KW - Freight transportation KW - Highway transportation KW - International trade KW - Policy making KW - Public private partnerships KW - Railroad transportation KW - Stakeholders KW - Strategic planning KW - Transportation policy KW - U.S. Department of Transportation KW - Water transportation UR - http://www.fhwa.dot.gov/publications/publicroads/07jan/03.cfm UR - https://trid.trb.org/view/804811 ER - TY - JOUR AN - 01044713 JO - Public Roads PB - Federal Highway Administration AU - Lee, Eul-Bum AU - Thomas, David K TI - Accelerated Reconstruction of I-15 Devore Corridor PY - 2007/01 VL - 70 IS - 4 SP - pp 24-28 AB - In 2004, the California Department of Transportation (Caltrans) applied an innovative, fast-track reconstruction approach to a heavily traveled highway rehabilitation project in the city of Devore. This article describes the project, in which a 4.5 km stretch of badly damaged concrete lanes was rebuilt in only two single-roadbed continuous closures totaling 210 hours. Counterflow traffic and 24-hour-per-day construction operations allowed Caltrans to cut the Devore project from 10 months to 19 days of construction. Analysis software incorporating traffic simulation models was used to arrive at an optimal and economical scenario for rehabilitation closures, a construction schedule and a traffic management plan. Other innovations adopted for this rapid rehabilitation project included a moveable barrier system; rapid strength concrete mix that made it possible to open up the road 12 hours after placement; incentive/disincentive provisions to encourage the contractor to complete the closures on time; a multifaceted outreach program to gain public support; automated work zone information systems to update travelers with real time travel information; and Web-based information systems for disseminating project updates and surveying public reaction. KW - Case studies KW - Construction management KW - Devore (California) KW - Fast track construction KW - Innovation KW - Interstate 15 KW - Interstate highways KW - Reconstruction KW - Rehabilitation (Maintenance) KW - Street closure UR - http://www.fhwa.dot.gov/publications/publicroads/07jan/05.cfm UR - https://trid.trb.org/view/804813 ER - TY - JOUR AN - 01044670 JO - Public Roads PB - Federal Highway Administration AU - Alexiadis, Vassili AU - Colyar, James AU - Halkias, John TI - A Model Endeavor PY - 2007/01 VL - 70 IS - 4 SP - pp 2-5 AB - Traffic microsimulation analysis tools can model real-world transportation networks on a systemwide scale that is difficult with more traditional methods. This article describes a public-private partnership that is working to improve traffic microsimulation technology. Under the Next Generation Simulation (NGSIM) program, the Federal Highway Administration is sponsoring fundamental traffic simulation research through the development of a core of driver behavior algorithms to help improve the capacity and accuracy of commercial microsimulation software. These algorithms represent the fundamental logic in traffic microsimulation models. The NGSIM team is composed of traffic simulation and modeling experts managed by a private company. The team is supported by senior advisers from respected transportation institutions across the country and includes 3 stakeholder groups: a traffic modelers group, a software developers group and a model users group. A freeway lane selection algorithm has already been developed by the team, and 3 additional driver behavior algorithms are in development. Supporting documentation and validation datasets will also be developed. NGSIM products will be well documented, openly distributed and free to the transportation community through a Web site. KW - Algorithms KW - Behavior KW - Computer program documentation KW - Drivers KW - Freeways KW - Lane selection KW - Microsimulation KW - Next Generation Simulation program KW - Product development KW - Public private partnerships KW - Research management KW - Software KW - Stakeholders KW - Traffic models KW - Traffic simulation KW - U.S. Federal Highway Administration KW - Validation UR - http://www.fhwa.dot.gov/publications/publicroads/07jan/01.cfm UR - https://trid.trb.org/view/804809 ER - TY - RPRT AN - 01044316 AU - Goodin, Ginger AU - Collier, Tina AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Lessons Learned from Loop 49: Implementation of a New Toll Road in Tyler, Texas PY - 2007/01//Technical Report SP - 20p AB - This report is the final in a series of reports prepared as a case study analysis of a mid-size urban/rural toll road implementation in the Tyler, Texas, area. The case study focuses on a proposed outer loop, Loop 49, which is a new regional highway that will eventually connect Lindale and US 69 with I-20 northwest of the city, looping to the south and east and terminating at I-20 on the east side of Tyler. Originally planned as a non-tolled highway with initial segments funded through conventional sources, the first segment of Loop 49 will be opened in late 2006 as a toll facility. The case study documents the development of Loop 49 as a toll facility, including the tolling concept, design, public acceptability, and environmental aspects of the project. This final report is a summary of the lessons learned over the past three years as the Loop 49 project has moved through the project development process as a two-lane, all-electronic tolled highway. The findings cover a number of different aspects of tolling implementation, including public support, design flexibility, environmental re-evaluation, financial planning, and formation of the regional mobility authority (RMA). The lessons are offered from the perspective of a state department of transportation pursuing tolling in a small urban or rural setting, yet many of the lessons have broader application in the development of toll projects, particularly in communities new to tolling. KW - Case studies KW - Design KW - Financial planning KW - Lessons learned KW - Marketing KW - Outreach KW - Public acceptability KW - Rural areas KW - State departments of transportation KW - Toll roads KW - Tyler (Texas) KW - Urban areas UR - http://tti.tamu.edu/documents/5-4055-01-6.pdf UR - https://trid.trb.org/view/804710 ER - TY - RPRT AN - 01044303 AU - Ernzen, Kate AU - Ernzen, James AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Developing a Stabilized Public Transportation Revenue Source PY - 2007/01//Final Report SP - 56p AB - The objective of this research was to explore new dedicated funding mechanisms for public transportation for the State of Arizona. The research work began with a search of the existing literature on the subject to determine what other studies had been done about this topic and what innovative financing methods had been discovered. A great deal of information was found addressing public transportation funding and unique funding methods used around the country. Most of the research indicated that various taxes, especially motor fuel tax, provided the majority of funding for public transportation thus far. One report in particular, the Survey of State Funding for Public Transportation 2005, published by the American Association of State Highway and Transportation Officials (AASHTO), proved to be particularly informative. This report is published annually and surveys all 50 states and the District of Columbia for their public transportation funding methods. The literature review was followed by a survey that was sent to each of the 49 other state departments of transportation to further investigate the topic, determine if any programs were in use that were not included in the AASHTO survey, and if any other states had conducted studies on public transportation funding not discovered in the literature review. The survey also inquired about legislation that other states have used to secure funding for public transportation. The survey results were disappointing with very few responses regarding innovative programs or sources of funding. However, between the survey results and her own personal search, the researchers identified 23 pieces of relevant legislation, any of which could potentially serve as a model for future Arizona legislation. It would appear that innovative funding sources across the nation are very rare and often very personalized to the state affected. However, the researchers investigated the programs and legislation provided by the survey, along with what was found by their own research, in order to provide the most comprehensive report possible based on the limited response. The population and transportation needs for the State of Arizona will continue to increase significantly into the future. Finding a dedicated revenue source is the most effective way of ensuring adequate funding for public transportation that will serve the needs of users. Researchers believe that implementation of one or more of the above potential options will lead to more revenue dedicated to public transportation for the State of Arizona. KW - American Association of State Highway and Transportation Officials KW - Arizona KW - Financing KW - Fuel taxes KW - Legislation KW - Literature reviews KW - Public transit KW - Revenues KW - State departments of transportation KW - Surveys KW - Taxes UR - http://azmemory.azlibrary.gov/cdm/singleitem/collection/statepubs/id/6883/rec/1 UR - https://trid.trb.org/view/804592 ER - TY - RPRT AN - 01044132 AU - Federal Highway Administration AU - Federal Transit Administration TI - 2006 Status of the Nation's Highways, Bridges, and Transit: Conditions & Performance. Report to Congress - Executive Summary PY - 2007/01//Report to Congress - Executive Summary SP - 39p AB - This document is a summary of the "2006 Status of the Nation’s Highways, Bridges, and Transit: Conditions & Performance" report to Congress (C&P report). The C&P report is intended to provide decision makers with an objective appraisal of the physical conditions, operational performance, and financing mechanisms of highways, bridges, and transit systems based both on the current state of these systems and on the projected future state of these systems under a set of alternative future investment scenarios. This edition of the C&P report is the seventh in the series that combines information on the Nation’s highway and transit systems. KW - Bridges KW - Condition surveys KW - Financing KW - Highways KW - Investments KW - Performance KW - Public transit KW - United States KW - United States Congress UR - http://ntl.bts.gov/lib/33000/33400/33455/2006StatusSummary.pdf UR - https://trid.trb.org/view/804723 ER - TY - RPRT AN - 01043979 AU - Wang, Kejin AU - Ge, Zhi AU - Grove, Jim AU - Ruiz, J Mauricio AU - Rasmussen, Rob AU - Ferragut, Ted AU - Iowa State University, Ames AU - Federal Highway Administration TI - Developing a Simple and Rapid Test for Monitoring the Heat Evolution of Concrete Mixtures for Both Laboratory and Field Applications PY - 2007/01//Phase II Report SP - 58p AB - Recently, activities and interest in monitoring the heat evolution of cement hydration in concrete have increased. This is because the development of early-age concrete properties (such as workability, setting time, strength gain, and thermal cracking resistance) is predominantly influenced by the kinetics of cement hydration. Various test methods are currently available for measuring heat of cement hydration; however, most existing methods require expensive equipment, complex testing procedures, and/or extensive time, thus making them unsuitable for field application. Although ASTM C 186 is used for determining the heat of hydration of cement, there is no standard test method for concrete. The overall object of this three-phase study is to identify, develop, and evaluate a standard test procedure for monitoring pavement concrete using a calorimetry technique. It is envisioned that the newly developed calorimetry test method will be able to verify appropriate concrete proportions, to identify potentially incompatible materials and conditions, and to predict concrete performance. The primary objective of Phase II (presented in this report) is to establish a standard test procedure as well as the methods for interpreting the calorimeter test results. The newly developed calorimeter test is completed more quickly than ASTM C 186, in approximately 24 hours. Among a number of uses, the test can be utilized as a quality control measure for prescreening concrete materials and a prediction tool for early-age cracking. The Phase II results demonstrate that the new calorimetry test method has a high potential for detecting concrete incompatibility problems, predicting fresh concrete properties (such as set time), and assessing hardened concrete performance characteristics (such as strength gain and thermal cracking). KW - Calorimeters KW - Compressive strength KW - Concrete KW - Concrete curing KW - Concrete tests KW - Field tests KW - Heat of hydration KW - Mix design KW - Monitoring KW - Performance KW - Quality control KW - Setting (Concrete) KW - Test procedures KW - Thermal degradation UR - http://www.ctre.iastate.edu/reports/heat-evolution-ph2.pdf UR - https://trid.trb.org/view/804701 ER - TY - RPRT AN - 01043632 AU - Beason, W Lynn AU - Sheikh, Nauman M AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of a Low-Profile to F-Shape Transition Barrier Segment PY - 2007/01//Technical Report SP - 104p AB - The purpose of the research reported herein was to develop a transition barrier segment that can be used to connect the low-profile barrier (LPCB(1)-92) to the standard height, F-shape portable concrete barrier (CSB-04). The design of the new transition barrier segment is such that no new hardware is required to connect the transition barrier segment to the low-profile barrier and the F-shape barrier. Researchers used computer simulations to evaluate the proposed design and to examine the location of critical impact points that were used in specifying impact conditions for a full-scale evaluation of the new design. Results of two full-scale tests coupled with results from the computer simulations show that the new transition barrier segment is ready for immediate implementation. KW - Barrier transitions KW - Design KW - Impact tests KW - Median barriers KW - Simulation KW - Temporary barriers UR - http://tti.tamu.edu/documents/0-5527-1.pdf UR - https://trid.trb.org/view/803672 ER - TY - RPRT AN - 01043630 AU - Laskar, Arghadeep AU - Wang, Jun AU - Hsu, Thomas T C AU - Mo, Y L AU - University of Houston AU - Texas Department of Transportation AU - Federal Highway Administration TI - Rational Shear Provisions for AASHTO LRFD Specifications: Technical Report PY - 2007/01//Technical Report SP - 216p AB - Prestressed concrete I-beams are used extensively as the primary superstructure components in Texas highway bridges. This research intends to solve one of the most troublesome problems in prestressed concrete, namely shear. The problem arises from the lack of a rational model to predict the behavior of prestressed concrete structures under shear action and the various modes of shear failures. Because of this deficiency, all the guidelines for shear design, such as ACI Codes and AASHTO Specifications, are empirical and have severe limitations. The research work was divided into two phases: Phase One consisted of developing the constitutive laws for prestressed concrete membrane elements and developing an analytical model for predicting the shear behavior of such elements. Crack simulation tests were first performed on rectangular prestressed beams to find the same cracking pattern of post-tensioned concrete with conduits as that in pre-tensioned concrete without conduits. Ten prestressed concrete panels (two series of five panels each) were tested. The first series of five panels was tested under sequential loading. The results of these tests were used to establish the constitutive relationships of materials (concrete and prestressing tendons). The second series of panels was tested under pure shear (a special case of proportional loading) to study the shear behavior of prestressed concrete membrane elements. Finally the Softened Membrane Model for Prestressed Concrete (SMM-PC) was developed to predict the response of prestressed concrete membrane elements under shear loading. Phase Two of the research dealt with testing of full-scale prestressed concreted I-beams and developing a new simplified equation for the shear design of prestressed concrete girders. Five TxDOT Type-A beams were designed, cast and tested to study their behavior in web shear and flexural shear failures. The results of these tests, along with the constitutive laws of prestressed concrete (developed in Phase One), were used to develop a new simplified equation for shear design of prestressed girders. Results of other prestressed beams available in literature were also considered to validate the design equation. The shear capacities of all the tested and referred beams were obtained using the new design equation and compared with the shear capacities obtained using ACI and AASHTO guidelines. Four design examples were prepared to illustrate the application of the new equation for design of prestressed girders. The new design equation was thereby extended to include non-prestressed girders. An example showing the design of a non-prestressed girder using the new equation was also completed. The research findings proved that the shear capacities of prestressed beams depended mainly on the compressive strength of concrete and the shear span to depth ratio of the beams. The effect of the amount of prestressing force and the angle of the failure planes of the beams on their shear capacities is insignificant. KW - AASHTO LRFD Standard Specifications (1994) KW - American Concrete Institute Code KW - Bridge superstructures KW - Compressive strength KW - Equations KW - Girders KW - Highway bridges KW - I beams KW - Laboratory tests KW - Load and resistance factor design KW - Prestressed concrete KW - Prototype tests KW - Shear capacity KW - Shear design KW - Shear failure KW - Shear properties UR - https://trid.trb.org/view/803689 ER - TY - RPRT AN - 01043628 AU - Kraus, Edgar AU - Quiroga, Cesar AU - Brown, Ryan AU - Stevens, Charles AU - Koncz, Nicholas AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of a Utility Conflict Management Tool PY - 2007/01//Technical Report SP - 102p AB - A critical process for the timely development and delivery of highway construction projects is the early identification and depiction of utility interests that may interfere with proposed highway facilities. The effective management of such utility interests or conflicts involves utility relocation (or design changes), inspection, and documentation. The large number of stakeholders and the magnitude of the process results in an enormous amount of data. Despite substantial data exchange between stakeholders, there are currently no standards for the exchange of utility data/information in the project development process. The research will address this issue by analyzing specific information flows and data needs to determine data models and by developing a prototype utility conflict data management system. More specifically, the research will perform a comprehensive analysis of utility conflict data/information flows between utility accommodation stakeholders in the Texas Department of Transportation project development process, develop data models to accommodate work and data flows between such stakeholders, develop a prototype system for the management of utility conflict data, and develop a tool for the visualization and analysis of utility conflicts within the prototype. This report summarizes the work completed during the first year, which resulted in the development of utility relocation data models and an alpha version of the utility conflict management system. The report includes a review of utility relocation and coordination practices, describes the development of data models, and illustrates the development of the prototype conflict management system. KW - Conflict management KW - Construction projects KW - Data flow KW - Data management systems KW - Data models KW - Data needs KW - Project development process KW - Prototypes KW - Public utilities KW - Relocation (Facilities) KW - Road construction KW - Stakeholders KW - Underground utility lines KW - Utility conflicts KW - Visualization UR - http://tti.tamu.edu/documents/0-5475-1.pdf UR - https://trid.trb.org/view/803670 ER - TY - RPRT AN - 01043625 AU - Hawkins, H Gene AU - Sneed, Matthew A AU - Williams, Cameron L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Traffic Control Devices: Third-Year Activities PY - 2007/01//Technical Report SP - 84p AB - This project was established to provide a means of conducting limited scope evaluations of numerous traffic control device issues. During the third year of the project, researchers completed assessments of three issues: a red border Speed Limit sign, sign and marking design for super high-speed roadways, and a comparison of retroreflectivity measurements made with portable and mobile retroreflectometers. The evaluation of the red border Speed Limit sign indicates that the red border treatment has a beneficial impact on reducing speeds at locations where the speed limit decreases. The researchers recommend using the red border to improve the conspicuity of Speed Limit signs at these locations. On super high-speed roadways, the researchers recommend that the legend on guide signs be a minimum of 22 in. and that an additional guide sign installation be provided in advance of the exit. Furthermore, sign sheeting for overhead signs on super high-speed roads should be limited to sheeting types that will provide adequate luminance. Pavement markings on these highways should be at least 6 in. wide. The researchers found that portable and mobile measurements are consistent with one another if both retroreflectometers are properly calibrated and operated. As part of the third-year activities, the researchers also evaluated lateral spacing for edge line rumble strips on two-lane highways, revised a set of guidelines for conducting a traffic signal warrant analysis, and are developing a handbook that will provide guidance on assessing and addressing the work zone impacts of significant projects. KW - Edge lines KW - Guide signs KW - Guidelines KW - Handbooks KW - Luminance KW - Mobile retroreflectometers KW - Portable retroreflectometers KW - Retroreflectivity KW - Road markings KW - Rumble strips KW - Sign legends KW - Sign sheeting KW - Spacing KW - Speed control KW - Speed signs KW - Traffic control devices KW - Two lane highways KW - Visibility KW - Warrants (Traffic control devices) KW - Work zones UR - http://tti.tamu.edu/documents/0-4701-3.pdf UR - https://trid.trb.org/view/803683 ER - TY - RPRT AN - 01043623 AU - Middleton, Dan AU - White, Ronald P AU - Crawford, Jason AU - Parker, Ricky T AU - Song, Jongchul AU - Haas, Carl T AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Investigation for Traffic Monitoring Equipment Evaluation Facility PY - 2007/01//Technical Report SP - 138p AB - The Texas Department of Transportation's (TxDOT’s) Transportation Planning and Programming (TPP) Division routinely tests a wide variety of devices for counting axles or vehicles; measuring vehicle speed, headway, and gap; classifying vehicles by length and/or axle spacing; and weighing vehicles in-motion. However, TPP needs a traffic monitoring equipment evaluation facility to enhance its capabilities in conducting these tests, in facilitating training, and in allowing vendor comparisons and demonstrations. This project investigated funding sources, design options, and viable locations for this traffic monitoring equipment evaluation facility. The project provided research and development to design a generic facility to evaluate traffic data collection equipment and sensors and perform traffic data collection research. This report covers the entirety of this 2-year project, identifying potential funding sources and candidate sites for further consideration, developing site design aspects for the two most promising sites, and evaluating Kistler Lineas Quartz weigh-in-motion sensors. The most prominent funding sources are construction funds (include the site as part of a TxDOT construction project) and State Planning and Research (SPR) funds. The most promising sites identified thus far are on I-35 north of Georgetown near the Bell County line. Evaluation of the Kistler sensors in concrete was very promising, but future research should test them in asphalt. KW - Data collection KW - Development KW - Equipment KW - Financing KW - Location KW - Monitoring KW - Research KW - Sensors KW - Speed measurement KW - Test facilities KW - Texas KW - Traffic KW - Traffic counting KW - Vehicle classification KW - Vehicle detectors KW - Weigh in motion UR - http://tti.tamu.edu/documents/0-4664-3.pdf UR - https://trid.trb.org/view/804183 ER - TY - RPRT AN - 01043616 AU - Zhou, Fujie AU - Hu, Sheng AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development and Verification of the Overlay Tester Based Fatigue Cracking Prediction Approach PY - 2007/01//Technical Report SP - 90p AB - Fatigue cracking is one of the major distress modes in the long-term performance of asphalt pavements. Many research efforts have been made to study the fatigue behavior of asphalt pavements. Various fatigue analysis approaches have been developed, and some are in use today. However, many approaches (or models) are inaccurate in predicting fatigue performance of asphalt pavements. Consequently, fatigue cracking prediction continues to be a major concern for pavement engineers. The main objective of this project was to develop and verify the overlay tester (OT) based fatigue cracking prediction approach in which the OT is used to determine fracture properties (A and n) of hot-mix asphalt (HMA) mixtures. This approach was developed based on fracture mechanics. However, not only was the fatigue crack propagation characterized by Paris’ law fracture concepts, but the crack initiation described by traditional fatigue model was also included in this approach. In this approach, the fundamental HMA fracture properties (A and n) were used to estimate fatigue life of asphalt pavements including crack initiation and crack propagation. Note that the traditional fatigue (crack initiation) model parameters, k sub 1 and k sub 2, were also estimated from the fracture properties (A and n) through the quantitative relationship that was established based on theoretical investigation and historical bending beam fatigue test data (1348 data sets). Field verification of this OT based fatigue crack prediction approach was demonstrated with performance data collected from the Federal Highway Administration’s Accelerated Loading Facility (FHWA-ALF) test program. The proposed approach has been successfully verified by analyzing five FHWA-ALF fatigue test lanes. The ranking of the predicted fatigue life for the ALF test lanes had a very good agreement with the measured fatigue performance data under the ALF loading. However, further field validation using other data sets is still needed. KW - Asphalt pavements KW - Crack initiation KW - Crack propagation KW - Cracking KW - Fatigue (Mechanics) KW - Fatigue life prediction KW - Fracture mechanics KW - Fracture properties KW - Hot mix asphalt KW - Mathematical prediction KW - Testing equipment KW - U.S. Federal Highway Administration Accelerated Loading Facility KW - Validation UR - http://tti.tamu.edu/documents/9-1502-01-8.pdf UR - https://trid.trb.org/view/803668 ER - TY - RPRT AN - 01042473 AU - Ceylan, Halil AU - Kim, Sunghwan AU - Turner, Dennis J AU - Rasmussen, Robert Otto AU - Chang, George K AU - Grove, Jim AU - Gopalakrishnan, Kasthurirangan AU - Iowa State University, Ames AU - Federal Highway Administration TI - Impact of Curling, Warping, and Other Early-Age Behavior on Concrete Pavement Smoothness: Early, Frequent, and Detailed (EFD) Study PY - 2007/01//Phase II Final Report SP - 406p AB - This report summarizes the activities in Phase II of “Assessing the Impact to Concrete Pavement Smoothness from Curling, Warping, and other Early-Age Behavior: Early, Frequent, and Detailed (Project 16).” The purpose of this project is to obtain detailed information about factors affecting pavement smoothness during the critical time immediately following construction by conducting a controlled field evaluation of three concrete pavement construction projects. In Phase II, both field and laboratory testing of the materials and construction process were conducted for two newly constructed Jointed Plain Concrete Pavement (JPCP) test sections; one on highway U.S. 34 near Burlington and the other on U.S. 30 near Marshalltown, Iowa. Extensive pavement profiling was also performed during strategic times after placement. This report fulfills the remaining requirements of Phase II. As a whole, the data collection effort undertaken by the project team was a success. The result of this project is a large amount of quality data on the early-age effects of curling and warping on pavement smoothness. By using the data from this research and by using the mathematical models developed as part of current FHWA studies and elsewhere, the complex relationships between concrete pavements curling, warping, and other early-age behavior and pavement smoothness were discussed and presented. This study shows that the curling and warping behaviors at early ages are influenced not only by temperature variation but also by other environmental effects such as the moisture variation, drying shrinkage, and temperature conditions during pavement construction. Within the scope of this project, it can be concluded that measurable changes of early-age pavement smoothness do occur over time from the standpoint of smoothness specifications. KW - Concrete pavements KW - Curling (Pavements) KW - Data collection KW - Drying KW - Early-age behavior (Pavements) KW - Field tests KW - Laboratory tests KW - Mathematical models KW - Moisture content KW - Pavement profile KW - Paving KW - Shrinkage KW - Smoothness KW - Temperature variation KW - Warping UR - http://www.ctre.iastate.edu/reports/curling_warping_phase_II.pdf UR - https://trid.trb.org/view/803069 ER - TY - RPRT AN - 01042190 AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration AU - Federal Highway Administration TI - Transportation Planner's Safety Desk Reference PY - 2007/01 SP - 89p AB - This report is a reference document on safety for use by transportation planners. It serves as a companion to the National Cooperative Highway Research Program's (NCHRP's) Report 500, "Guidance for Implementation of the American Association of State Highway and Transportation Officials (AASHTO) Strategic Highway Safety Plan." The report presents an overview of transportation safety and describes the potential roles that transportation planners can play to advance it, a framework for incorporating safety into the transportation planning process, available sources that may be accessed to fund safety programs, and a menu of possible safety strategies. This report will be of interest to transportation planning staff who wish to more effectively incorporate safety into the planning process and improve safety on their transportation systems, including state departments of transportation, metropolitan planning organizations, and other organizations involved in transportation decision-making. KW - Decision making KW - Financing KW - Handbooks KW - Highway safety KW - Safety programs KW - Strategic planning KW - Transportation planning KW - Transportation safety UR - http://tsp.trb.org/assets/FR_Safety%20Planner_1_17_07FINAL.pdf UR - https://trid.trb.org/view/803421 ER - TY - CONF AN - 01042138 JO - Transportation Research E-Circular PB - Transportation Research Board TI - Integrating Roadway, Traffic, and Crash Data: A Peer Exchange, November 1-2, 2006, Washington, D.C. PY - 2007/01 IS - E-C111 SP - 140p AB - This circular contains the proceedings of a peer exchange held in Washington, D.C. on November 1-2, 2006. The peer exchange was designed to bring both data and highway safety professionals together to share experiences and identify key issues relating to integrating roadway, traffic, and crash data sources used to support safety management. The exchange was also designed to introduce asset management concepts into the highway safety management arena. U1 - Integrating Roadway, Traffic, and Crash Data: A Peer ExchangeTransportation Research BoardFederal Highway AdministrationWashington,DC,United States StartDate:20061101 EndDate:20061102 Sponsors:Transportation Research Board, Federal Highway Administration KW - Asset management KW - Crash data KW - Data integration KW - Highway safety KW - Information technology KW - Meetings KW - Peer exchange KW - Safety management KW - Traffic data KW - Traffic safety KW - Transportation operations UR - http://www.trb.org/Publications/Blurbs/158392.aspx UR - https://trid.trb.org/view/803065 ER - TY - CONF AN - 01562368 AU - Cesarini, Silvana AU - North Carolina State University, Raleigh TI - Major Roads: A Filter to the Movement of the Squirrel Glider Petaurus Norfolcensis SN - 0977809420 PY - 2007 SP - pp 545-545 AB - An understanding of the ecological effects of roads and related traffic in highly fragmented landscapes is critical because the viability of wildlife that persist through the adverse impact of habitat loss and fragmentation, due to causes such as agriculture or urban land-uses, may be further impaired by the presence of roads. The potential barrier effect can increase the level of population isolation, especially if traffic volume increases and roads are widened. This is particularly the case in landscapes where a large proportion of the habitat occurs in linear strips, such as in hedgerows or along roadsides or watercourses. Much of eastern Australia has been cleared and many threatened species occur in habitat adjacent to roads. Thus, management must minimise the negative effects of roads while maximising their value for conservation. Gaps in habitat may result in impeded mobility of wildlife and potentially isolate populations, with subsequent consequences for population persistence. The squirrel glider Petaurus norfolcensis can be considered a model species for investigating the impact of roads on connectivity. A native arboreal marsupial, the squirrel glider has a very efficient way of locomotion which consists of gliding between trees, with very rare ventures on the ground, where the risk of predation is higher. Glider movement within home ranges and during dispersal is expected to occur along continuous vegetation, while cleared areas wider than the maximum gliding distance achievable could act as barriers. In this study the author evaluated the filter effect of major roads on the squirrel glider in central Victoria (south-eastern Australia) using a combination of radiotracking and genetic techniques. The author asked two important questions. First, does a major road act as a barrier or filter to the movement of gliders and if so, does the presence of tall trees between the carriageways facilitate their crossing. A total of 58 adult individuals were radiotracked at six sites along the Hume Freeway (central Victoria), and at two control sites (minor roads with low traffic volume and small or non-existent gap in canopy cover) over a period of six months. The six sites consisted of small roads lined with old growth trees and dissected by the freeway. Three of these sites also had tall trees present in the median section of the freeway. The percentage of animals crossing at sites with vegetated median was similar to that at control sites, with 70% and 79% of all animals observed on the opposite side of the road or the centre median at least once, respectively. In contrast, only one male glider (10% of all animals) was observed crossing at sites with non-vegetated median. Overall, females were less inclined to cross roads, even at control sites and the intensity of crossing was also higher for males than females. The presence of trees in the median of the freeway was thus demonstrated to be a very efficient method of improving connectivity for gliders. Data on dispersal collected via direct methods can be highly informative but also requires intense efforts in field work and usually long term studies. Genetic techniques are a useful alternative to infer dispersal events, through the use of spatial autocorrelation and relatedness/parentage analysis. These methods will be implemented to consolidate the preliminary results and estimate the net effect of observed crossings on gene flow. Mitigation structures consisting of rope bridges and poles are being constructed to improve mobility of gliders as well as a number of other arboreal species and their effectiveness will be monitored using a combination of techniques. These will include motion-detecting infrared cameras, implantable transponders and radiotracking. Data will be compared on a pre- post-mitigation basis and at treatment and control sites. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Australia KW - Conservation KW - Environmental impacts KW - Habitat (Ecology) KW - Landscape architecture KW - Medians KW - Traffic volume KW - Trees KW - Vegetation KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7e.pdf UR - https://trid.trb.org/view/1349901 ER - TY - CONF AN - 01562363 AU - Prehmus, Cyndie AU - Thomas, Bob AU - Wagner, Paul AU - North Carolina State University, Raleigh TI - Effective Wetland Mitigation Site Management: Plant Establishment to Closeout SN - 0977809420 PY - 2007 SP - pp 81-87 AB - Wetland mitigation projects in Washington State are developed using well-defined and documented guidance in the design, permitting and construction phases. Traditionally, there has been little guidance for post construction management of these sites. Post-construction management has largely been left to the discretion of the permit holder. There were no methods in place to effectively determine when regulatory requirements were achieved, or a standard to certify that the site was considered complete. Over the last decade, the Washington State Department of Transportation (WSDOT) has developed standardized mechanisms and processes for site management, reporting, and closeout procedures. These include establishment of site management crews, predictable funding sources for management activities, monitoring and reporting methods, and inter-disciplinary adaptive management teams that develop strategies for short and long-term site management. Recently, WSDOT partnered with local U.S. Army Corps of Engineers staff to develop a process for closing out mitigation sites with fulfilled permit requirements. These process improvements provide predictability for the authors mitigation efforts and long-term budget requirements to support site management activities. They also increase the authors credibility with the resource agencies by demonstrating the effectiveness of the authors adaptive management. These overall improvements also benefit future mitigation project proposals. the authors intend to use the monitoring data to increase the scientific knowledge about mitigation site development and management practices, and to continue the process of fine-tuning ecologically meaningful performance measures for future mitigation projects. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Construction management KW - Environmental impacts KW - Highway planning KW - Monitoring KW - Roadside fauna KW - Roadside flora KW - Washington State Department of Transportation KW - Wetlands UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter3a.pdf UR - https://trid.trb.org/view/1349013 ER - TY - CONF AN - 01562359 AU - Morton, Chuck AU - Cashin, Charlotte AU - North Carolina State University, Raleigh TI - Coordination, Stewardship and Regulatory Compliance SN - 0977809420 PY - 2007 SP - pp 11-11 AB - Bridge replacement project minimized sensitive resource impacts and constructed a bridge designed to last 75 years. As a result of the New Years Eve/Day storm of 2005/2006, the California Department of Transportation (Caltrans) had to close to all traffic the Russian River Bridge, a two-lane conventional highway east of Geyserville due to significant structural damage. This Bridge, constructed in 1932, is a 973.5-foot-long steel pony truss bridge located on State Highway 128 and connects the Counties of Sonoma and Napa. Pier 2 of the Bridge was damaged during Russian River storm flows approaching 60,000 cubic feet per second (CFS). This damage consisted of the through and through cracking of the pier cap and web wall of Pier 2, the rotation of the pier in the downstream direction, and the dropping of the pony trusses approximately 9 inches. The Federal Highway Administration (FHWA), at the request of Caltrans, through its Damage Assessment procedures, determined that this Bridge could be rebuilt under the Emergency Opening provisions of 23CFR771.117 (c)(9). This designation allows for a greatly reduced emphasis on National Environmental Policy Act (NEPA), ESA, and other federal environmental rules and regulations that would be normally applied to a bridge replacement project. In order to demolish the existing bridge a construction trestle, capable of supporting a 250-ton crane, had to be constructed across the Russian River. This crane would be utilized to construct the trestle from land, demolish the damaged pony truss bridge, and construct the new bridge. The 50’-wide trestle was supported on 24” steel pipe piles averaging 80’ in length. The construction trestle, being constructed from both the east and west sides of the river, totaled 465 feet in length, and was completed in 70 days. Piles were primarily driven with a vibratory hammer or within an isolation casing, to reduce the impact on salmonids [Central California Coastal Steelhead (CCCS) (Oncorhynchus mykiss) and California Coastal Chinook salmon (CCCO) (O. tshawytscha)] which are known to inhabit this reach of the Russian River. During the time that the trestle was being constructed, Caltrans bridge engineers, designers, and environmental personnel completed the Plans Specifications & Estimate (PS&E) for the new bridge in approximately 4 weeks. Once construction of the trestle was completed, demolition of the existing bridge began. Demolition commenced with the removal of the concrete deck, lifting of the pony trusses, and the toppling of the old piers. These piers were founded on 12” diameter 25’ long Douglas fir piles and there were 18 piles per pier. Once the piers were toppled, the Douglas fir piles were either extracted from the river bed or cut off approximately 3’ below the grade of the gravel bar. To the greatest extent possible, all demolition debris was prevented from falling into the river or onto the dry river bed. Hydroacoustic monitoring was conducted during pile driving activities within the wetted channel or within 30’ of the wetted channel. Recordings of the 24” trestle piles driven with the vibratory hammer could not be distinguished from the ambient river noise which ranged up to 170 dB (re 1 μPa) RMS. Diesel hammer driving of the 24” piles resulted in readings ranging up to 190 dB peak. Driving of the 48” steel shell production pipe piles to depths of up to 140’ resulted, in some cases, of readings up to 210 dB peak, even though the piles were being driven in a dewatered isolation casing. Construction of the new bridge, on the same alignment of the damaged and demolished bridge, began on May 1, 2006. The bridge was opened to all traffic on August 18th, 2006, a total of 110 days. Extensive coordination with the resource agencies (Army Corps of Engineers, Regional Water Quality Control Board, California Department of Fish and Game, and the National Marine Fisheries Service) was continuous throughout the entire construction period. A full time biological monitor was on site beginning in the middle of May. Caltrans personnel relocated to the main river channel trapped fish from the pools that remained after the demolition of the piers. Deconstruction of the trestle, including the extraction of the 24” piles, was completed in 15 days. Total construction costs were $26 million broken down as follows: $10.5 M for the trestle, old bridge demolition, and pipe piles; $14 M for the new bridge; and $1.5 M for contract change orders and landscaping. Caltrans, as compensation for impacts to Russian River fisheries due to this project, established a $2,500,000 fund to enhance and restore appropriate salmonid fisheries habitat within the Russian River watershed. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Bridge construction KW - California KW - Compliance KW - Coordination KW - Demolition KW - Environmental impacts KW - Fishes KW - Habitat (Ecology) KW - Regulation KW - Watersheds UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter1.pdf UR - https://trid.trb.org/view/1348837 ER - TY - CONF AN - 01562357 AU - Kintsch, Julia AU - North Carolina State University, Raleigh TI - Linking Statewide Connectivity Planning to Highway Mitigation: Taking the Next Step in Linking Colorado’s Landscapes SN - 0977809420 PY - 2007 SP - pp 335-339 AB - Statewide connectivity planning represents an important first step for informing the transportation planning process at the statewide and regional levels. However, without finer scale assessment, such broad-scale planning does not provide sufficient information for integration into project-level designs. The Linking Colorado’s Landscapes project – designated as a 2006 Exemplary Ecosystem Initiative by the Federal Highway Administration – was initiated in 2003 to identify, prioritize, and assess wildlife movement linkages throughout Colorado. The project developed as a collaborative effort between the Colorado Department of Transportation (CDOT), the Federal Highway Administration (FHWA) and the Southern Rockies Ecosystem Project (SREP). Under this unique partnership, a FHWA grant enabled CDOT to contract with SREP for the development of a connectivity assessment in Colorado. This arrangement has facilitated CDOT’s consideration of landscape-scale permeability for wildlife while addressing the state’s transportation needs and environmental stewardship objectives. Linking Colorado’s Landscapes consisted of two phases: a statewide assessment of broad-scale wildlife linkages, and an in-depth assessment of twelve of the highest priority linkages. Now complete, the challenge for the project partners lies in integrating both the vision for a connected landscape and the more detailed recommendations into all levels of transportation development – from long range transportation plans to on-the-ground transportation projects. This paper describes the methods and opportunities for implementing the vision as well as the site-specific recommendations provided in Linking Colorado’s Landscapes. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Colorado KW - Habitat (Ecology) KW - Landscape design KW - Links (Networks) KW - Long range planning KW - Partnerships KW - Transportation planning KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6c.pdf UR - https://trid.trb.org/view/1349690 ER - TY - CONF AN - 01562352 AU - Sielecki, Leonard E AU - North Carolina State University, Raleigh TI - The Evolution of Wildlife Exclusion Systems on Highways in British Columbia SN - 0977809420 PY - 2007 SP - pp 459-474 AB - Since the mid-1980’s, the British Columbia Ministry of Transportation (BCMoT) has been addressing the issue of motor vehicle-related wildlife collisions on Provincial highways with engineered wildlife exclusion systems. As a result of this initiative, the British Columbia has one of the most extensive networks of wildlife exclusion systems, designed to reduce and prevent motor-vehicle-related mortality of terrestrial mammals, in North America. Typically, wildlife exclusion systems are incorporated as an integral part of new highway development after the potential of wildlife mortality has been identified during highway planning stages. The systems are designed to protect wildlife from motor vehicles and ensure wildlife habitat connectivity. They have been constructed primarily on limited-access, high-speed highways and expressways and designed to protect specific species of wildlife, primarily large ungulates, such as deer, elk, moose and mountain sheep. The systems comprise of specialized fencing and related structures, such as one-way gates, ungulate guards, and crossing structures, designed to safely and effectively protect wildlife by recognizing species-specific behavioral, physical and anatomical characteristics. To date, BCMoT has installed over 470 km of wildlife fencing, incorporating over 100 crossing structures and hundreds of one-way gates.While the wildlife exclusion systems have been shown to reduce the potential for motor vehicle-related wildlife mortality, BCMoT is continually reviewing the designs of the components of these systems in an ongoing effort to improve them. With each successive project, as the interactions of wildlife with these systems become better understood, BCMoT has refined its fence and crossing structure designs and standards to increase their efficiency, effectiveness and safety for wildlife. BCMoT has also focused its attention on material quality, manufacturing processes and construction techniques to of set the challenges of climate, topography, vegetation and human activity to maximize the effective functional lifespans of wildlife exclusion systems. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Animal behavior KW - British Columbia KW - Crashes KW - Deer KW - Habitat (Ecology) KW - Highway safety KW - North America KW - Road kill KW - Ungulates KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7c.pdf UR - https://trid.trb.org/view/1349872 ER - TY - CONF AN - 01562347 AU - Lin, Shyh-Chyang AU - North Carolina State University, Raleigh TI - Surveying and Modeling Road Kill SN - 0977809420 PY - 2007 SP - pp 519-520 AB - Transportation is the backbone of developing regional economies and the evolution of civilization. Well planned road systems are essential to connect dispersed communities or cities. However, roads are one of the major destructive forces to regional ecosystems and the natural environment. The effects of roads on their adjacent ecosystems may include road kills, habitat fragmentation, barrier effect to animal movement, road edge effects, introduction of exotic species, pollution and noise, change of micro-climate, etc. This study undertakes a comprehensive survey of road kills in Kinmen (Taiwan) and analyzes their causes. The road crossing behaviors of animals have been utilized in deriving survival probability by employing Traffic Flow Theory. Two models, Traffic Flow Model and Linear Model, have been proposed in this study and comparisons of survey results and the models are also carried out. Comparing the survey results and predictions of models, both models yield similar results for moderate traffic flow and provide excellent agreement in predicting frequency of road kill of birds and small mammals. It is found that traffic volume, adjacent landscape and road condition are the major factors in road kills. Higher traffic volume near animals’ habitats always augments the probability of road kill, however roadside trees, adjacent landscapes, and road longitudinal slope may also affect the probability of successful crossing by small animals, especially birds. The barrier effect of roadside trees forces birds to fly between tree trunks and enter onto a collision course with oncoming vehicles, so that dense roadside trees may lead to higher bird casualties. On the other hand, roads with abrupt turns or steep longitudinal slopes may block the view of small animals and may be a significant factor in increasing the probability of being run over by vehicles. Based upon the findings of this study, some mitigation measures to lower road kill probability are proposed and the recommendations based upon this research could be applied in future road planning and design U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Animal behavior KW - Ecosystems KW - Habitat (Ecology) KW - Highway design KW - Landscape architecture KW - Road kill KW - Taiwan KW - Traffic flow theory KW - Traffic volume KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7d.pdf UR - https://trid.trb.org/view/1349895 ER - TY - CONF AN - 01562342 AU - Trask, Melinda AU - North Carolina State University, Raleigh TI - Justifying Environmental Stewardship: Oregon Department of Transportation’s Wildlife Collision Prevention Plan Case Study SN - 0977809420 PY - 2007 SP - pp 12-16 AB - Although there is widespread knowledge of the effects of roads on wildlife populations and driver safety, many transportation departments are reluctant to expend state or federal funds to research and address wildlife movement problems on their highways. For many years, Oregon lacked direction on this issue from natural resource, regulatory, and highway agencies. All groups were at the proverbial standstill for years: the natural resources and regulatory agencies urged the Oregon Department of Transportation (ODOT) to address the problem of highways as wildlife movement barriers, and ODOT sought guidance from natural resources and regulatory agencies to define the scope of the problem. Additionally, ODOT faced internal resistance to collecting baseline information because of the perception that it was another unfunded environmental mandate. Before the ODOT Geo-Environmental Section proposed a statewide mitigation program for wildlife movement and transportation conflicts, it was necessary to obtain direct support from external natural resources agencies. The Oregon Wildlife Movement Strategy was formed in 2006, as an interagency partnership to address wildlife movement issues in Oregon. Once external support was obtained and documented, Geo-Environmental pursued internal support, particularly from units involved in maintenance, planning, traffic, safety, and the regional technical centers. However, the authors are continuing to communicate with external and internal stakeholders throughout development of a Wildlife Collision Prevention program for the Agency. The program will provide guidance to ODOT stakeholders for scoping of wildlife passages during project planning and development, funding alternatives, and design considerations for key species. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Case studies KW - Coordination KW - Crashes KW - Environmental impacts KW - Hazard mitigation KW - Highway design KW - Highway planning KW - Highway safety KW - Oregon KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter1.pdf UR - https://trid.trb.org/view/1348838 ER - TY - CONF AN - 01562340 AU - Sharma, Ramesh C AU - North Carolina State University, Raleigh TI - Habitat Restoration and Mitigation the Impact of Transportation Network on Hyporheic Organisms Dwelling in the Upper Ganges, India SN - 0977809420 PY - 2007 SP - pp 143-155 AB - Integrated ecosystem approach is essential to offset adverse impact of transportation network on aquatic habitats in the fragile ecosystem of the Himalayan mountains. It is a cause of concern that the poorly designed network of roads and trails in mountain areas are expanding, without giving due consideration to natural processes of ecosystem function and climatic severity in the Himalayas. These effects have been quantified for a period of three-years (January 2003-December 2005) for hyporheic biodiversity (microphytobenthos, microzoobenthos and macro-zoobenthos) inhabiting upper Ganges, India (Latitude 29° 61/-30° 28/N; Longitude 77° 49/-80° 6/E). Transportation network of 495 km long passing along the upper Ganges, a project of US$ 250 million, is one of the most important networks in the mountain region of Garhwal Himalaya. Hyporheic organisms are instrumental for self purification of infiltrated water through filtration, sedimentation, deposition and biological decomposition. Hyporheic biodiversity is less known or not at all known in Africa, Latin America, Australia and East Asia. Construction of roads and their widening along the upper Ganges, through massive cutting of mountain slopes, and disposal of tons of the cut material downhill into the waterways has resulted in intensive accumulation of soil, woody debris into the aquatic ecosystem from accelerated erosion, gulling and landslides resulting in drastic changes in the physico-chemical and biological profile of the hyporheic biotope. Detrimental effects on conductivity, bottom substrate composition, dissolved oxygen and hyporheic organisms of upper Ganges have been documented. Subsequent to construction and widening activities of roads along the upper Ganges, a decline of 61% in annual mean density, 45% in alpha diversity and 21% in Shannon Wiener index (H) of hyporheic microphytobenthos was recorded during a three-year period. Hyporheic microphytobenthos of upper Ganges were represented by thirteen genera (Diatoma, Navicula, Nitzchia, Pinnularia, Synedra, Acnanthes, Amphora, Coconeis, Cymbella, Fragilaria, Gomphonema, Gryosigma and Hantzchia) of Bacillariophyceae, seven genera (Hydrodictyon, Microspora, Pootococcus, Tetraspora, Spirogyra, Ulothrix and Cladophora) of Chlorophyceae, five genera (Anabena, Nostoc, Oscillatoria, Polycystis and Rivularia) of Myxophyceae and four genera (Gonatozygon, Closterium, Cosmarium, Desmidium) of Desmidiaceae. A decline of 18% in mean annual density, 6% in alpha diversity and 7% in Shannon Wiener index (H) of hyporheic microzoobenthos was estimated. Hyporheic microzoobenthos were represented by seven genera of Rotifera (Ascomorpha, Asplanchna, Brachionus, Lecane, Philodina, Trichocera and Rotaria), nine genera of Copepoda (Diaptomus, Epischura, Cyclops, Mesocyclops, Microcyclops, Achnanthocyclops, Phyllognathopus, Bryocamptus and Parastenocanis) and one genera each of Cladocera (Ceriodaphnia), Ostracoda (Cypridopsis) and Malacostraca (Stygobromus). A depletion of 43% in annual mean density, 38% in alpha diversity and 9% in Shannon Wiener index (H) of macrozoobenthos was computed. Hyporheic macrozoobenthos of upper Ganges were represented by seven genera (Ecdyonurus, Rhithrogena, Ephemerella, Caenis, Baetis, Heptagenia and Cloeon) of Ephemeroptera, nine genera (Hydropsyche, Psychomyia, Polycentropus, Leptocella, Glossoma, Hydroptila, Rhyacophila, Limniphilius, Mystacides) of Trichoptera, eleven genera (Chryogaster, Philorus, Tendipes, Limnophora, Forcipomyia, Pentaneura, Tabanus, Simulium, Dixa, Atherix, Antocha) of Diptera, three genera (Psephanus, Heterlimnius, Dinutes) of Coleoptera, four genera ( Architestes, Octagomphus, Epicordula and Symptrum) of Odonata and two genera (Perla and Isoperla) of Plecoptera. Most of the members of hyporheic organisms, sensitive to disturbance were completely missing at the impacted sites. The environmental degradation of hyporheic zone, decline in quantity and missing of sensitive hyporheic organisms are believed to have been caused by increased in water temperature, turbidity, total dissolved solids and biological oxygen demand, accompanied by a decline in dissolved oxygen, accumulation of fine silt and suspended solids blocking interstitial spaces in the hyporheic zone. The authors have recommended the following mitigation measures to restore habitat quality and protection of hyporheic organisms: ‘functional habitat’ recovery by physical reconstruction of channels based on geomorphological principles, removal of obstructions (gravel mining, and dredging in the impacted site), protecting of riparian vegetation, natural recovery of watersheds, sustainable approaches to road construction and widening, proper drainage of water saturated mountain slopes and spring runoff during heavy precipitation, sealing of side drains against water penetration into the underground alongside fragile sections of the highway, construction of check dams for protection of steep gullies and side erosion of the river bed for maintaining rich heterogeneity of river bed habitats, following minimum flow principle in the river and the establishment of strong co-ordination among transport planners, geologists, civil engineers, structural engineers, environmental biologists. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Africa KW - Aquatic life KW - Australia KW - Degradation (Hydrology) KW - East Asia KW - Ecosystems KW - Environmental impacts KW - Himalayas KW - India KW - Latin America KW - Restoration ecology KW - Sustainable development KW - Watersheds UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter4b.pdf UR - https://trid.trb.org/view/1349023 ER - TY - CONF AN - 01562337 AU - Gray, Mary E AU - North Carolina State University, Raleigh TI - National Website for Federal Highway Administration Endangered Species Consultation SN - 0977809420 PY - 2007 SP - pp 17-17 AB - This website will both improve the quality of the biological assessments and communication during consultation. Within this site will be a standard format and consistent guidance for completing a biological assessment. More importantly, this site will facilitate communication across the country. There will be the ability to share information within a project team and nationally, if necessary or desirable. For the first time, the Federal Highway Administration (FHWA) will have the ability to track progress on project consultations. This website will provide an effective way to distribute new information, answer questions, and share ideas. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Biological activity KW - Communications KW - Endangered species KW - Environmental impacts KW - Environmental monitoring KW - U.S. Federal Highway Administration KW - Websites (Information retrieval) UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter1.pdf UR - https://trid.trb.org/view/1348839 ER - TY - CONF AN - 01562333 AU - Cramer, Patricia C AU - Bissonette, John A AU - North Carolina State University, Raleigh TI - Integrating Wildlife Crossings into Transportation Plans and Projects in North America SN - 0977809420 PY - 2007 SP - pp 328-334 AB - Results are presented of a North American survey designed to learn how transportation departments mitigate transportation corridors for wildlife and give examples of how wildlife mitigation measures can be incorporated into long range plans and in routine everyday actions. The objective is to promote greater understanding of the potential for incorporating wildlife movement needs into transportation programs and projects. Research results presented include data from a continent-wide telephone survey conducted over a two year period (2004-2006) to learn of accomplishments in wildlife passage and how wildlife and ecosystem needs have been incorporated into the transportation planning process. Telephone interviews were conducted with 410 transportation and ecology professionals in every state and province. Based on research data and the mandates of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) legislation the case is made that greater efforts in long term transportation plans and everyday retrofits are necessary to provide for wildlife and ecosystems needs. Some efforts have already been accomplished and can be adapted continent-wide. There are greater than 580 terrestrial and 10,000 aquatic wildlife and fish passages in North America that were specifically built as wildlife and fish crossings, and millions of other bridges and culverts constructed for other purposes but which could be used by wildlife. Placement of these structures has grown so rapidly that over 500 new terrestrial passages are projected to be built in the next 10 years. The almost exponential increase in passage construction each decade is an indication of the growing awareness of the need to mitigate new and existing transportation infrastructure for wildlife permeability. There is also a greater awareness that early planning for wildlife and ecosystems is critical to accomplish these mitigation activities. The inclusion of wildlife and ecosystem needs early in the development of long range transportation plans has not been the traditional paradigm as was learned over the course of the survey. The majority of transportation planners who participated in the survey indicated their state’s consideration of wildlife and ecosystems, in the form of consultations with natural resource professionals and referencing Geographic Information Systems (GIS) maps and other data, did not occur until the project development stage. This late consideration does not typically allow adequate time to avoid important wildlife corridors and to install mitigation measures. The majority of those working with transportation and ecological concerns recognized the need to incorporate wildlife mitigation needs early in the programming, planning, and design processes, as learned from the web-based priorities survey. The survey revealed that early planning for wildlife and ecosystem needs was the number one priority in dealing with roads and wildlife. This early level planning has also been mandated in the U. S. SAFETEA-LU Transportation Act of 2005. Examples are presented of instances where long range planning included wildlife and ecosystems needs, and suggest how this can be accomplished on a state and province-wide basis. The authors also present how everyday opportunities can be used to facilitate wildlife movement over and under roads and railways. Knowledge of successful accomplishments can help build upon opportunities in the movement toward a more proactive transportation planning paradigm. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Ecosystems KW - Geographic information systems KW - North America KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Surveys KW - Transportation corridors KW - Transportation planning KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6c.pdf UR - https://trid.trb.org/view/1349680 ER - TY - CONF AN - 01562332 AU - Black, Rick AU - North Carolina State University, Raleigh TI - The Use of Habitat Suitability Indices (HSIs) for Evaluating Impacts to, and Assessing Mitigation for, Terrestrial Wildlife Habitat for Transportation Projects SN - 0977809420 PY - 2007 SP - pp 302-302 AB - Habitat Suitability Indices (HSI) were used to evaluate terrestrial wildlife habitat impacts for a newly proposed 35-mile highway that runs through five different habitat types. Typically for transportation projects, detailed impact analysis of terrestrial wildlife is limited to federally listed Threatened and Endangered species, or even State sensitive species. Terrestrial wildlife habitats are usually addressed by acreage of impacts, at best, but often only qualitatively. The quality of the habitat or the importance of the habitat is often not addressed. However, if mitigation is required for the identified impacts to these habitats, it is often difficult to quantify appropriate mitigation measures for ambiguous impacts. For the Mountain View Corridor Environmental Impact Statement (EIS), HSIs were used to help quantify and qualify the terrestrial wildlife habitat the proposed 35-mile highway might impact. Utah State Division of Wildlife Resource Agency personnel and United States Fish and Wildlife Agency personnel were consulted with at the onset of the analysis to properly identify analytical methods. Together with environmental scientists, habitat types and species to represent these habitat types were identified and agreed upon. The model provided a quick and efficient means of data collection, leading to an index of wildlife habitat quality within the project corridor. Output results were then used by the National Environmental Protection Agency (NEPA) team (including agency personnel) to help shape alternatives and select alternatives to be carried through the NEPA analysis process. If through the NEPA process, mitigation for non-federally-listed terrestrial wildlife habitat is proposed or required, this model will help establish the proper mitigation for the impacts. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Data collection KW - Endangered species KW - Environmental impact statements KW - Environmental impacts KW - Habitat (Ecology) KW - Transportation planning KW - U.S. Environmental Protection Agency KW - Utah KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6b.pdf UR - https://trid.trb.org/view/1349676 ER - TY - CONF AN - 01562330 AU - Huijser, Marcel P AU - Wagner, Meredith E AU - Hardy, Amanda AU - Clevenger, Anthony P AU - Fuller, Julie A AU - North Carolina State University, Raleigh TI - Animal-Vehicle Collision Data Collection Throughout the United States and Canada SN - 0977809420 PY - 2007 SP - pp 387-391 AB - Animal-vehicle collisions affect human safety, property and wildlife, and the number of animal-vehicle collisions has substantially increased across much of North America over the last decades. Systematically collected animal-vehicle collision data help estimate the magnitude of the problem and help record potential changes in animal-vehicle collisions over time. Such data also allow for the identification and prioritization of locations that may require mitigation. Furthermore, systematically collected animal-vehicle collision data allow for the evaluation of the effectiveness of mitigation measures in reducing the number of animal-vehicle collisions. In the United States and Canada, animal-vehicle collision data are typically collected and managed by transportation agencies, law enforcement agencies and/or natural resource management agencies. These activities result in two types of data: data from accident reports (AR data) and data based on animal carcass counts (AC data). Here the authors report on a survey that examined the extent to which AR and AC data are collected across the United States and Canada. While a substantial percentage of the department of transportation (DOTs) and DNRs collect and manage AR and/or AC data, many of them do not. Furthermore, DOTs and departments of natural resources (DNRs) that do collect or manage AR or AC data typically do this for different or only partly overlapping reasons. In addition, DOTs and DNRs use different reporting thresholds, have varying search and reporting effort, and only have partial overlap in the parameters recorded. These differences also occur between DOTs and between DNRs, and oftentimes one and the same organization collects inconsistent data as certain parameters may only be recorded ‘sometimes’. These differences and inconsistencies affect the comparability and ultimately the usefulness of the data. Before an AR or AC program is initiated or improved, it is important to illustrate the needs and benefits of such data collection. The authors list the most important needs and benefits and provide considerations for the initiation or improvement of AR and AC data collection programs. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Crash data KW - Crashes KW - Data collection KW - Highway safety KW - North America KW - Road kill KW - State departments of transportation KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7b.pdf UR - https://trid.trb.org/view/1349744 ER - TY - CONF AN - 01562328 AU - Arnold, Allison AU - Rumancik, Clarence AU - Kucera, Charlotte AU - North Carolina State University, Raleigh TI - Streamlining ESA Section 7 Consultations: Bedell Street Bridge Project, Del Rio, Texas SN - 0977809420 PY - 2007 SP - pp 38-40 AB - Pursuant to the 2005 transportation bill, Texas and four other states developed strategies to streamline transportation consultations with environmental regulatory agencies. In 2006, the U.S. Fish and Wildlife Service (Service) proposed and utilized a stepwise expedited timeline for the Bedell Street Bridge Replacement project where the Federal Highway Administration and the Texas Department of Transportation (FHWA/TxDOT) would develop appropriate Section 7 documents through collaboration and through a series of checks and balances with the Service along the way. The intent was to significantly expedite the Section 7 consultation essentially placing the control of the consultation schedule and most of the workload with FHWA/TxDOT. This partnership-based approach was designed to streamline the consultation process. The project site is located on Bedell Street adjacent to Moore Park at San Felipe Creek in the City of Del Rio, Val Verde County, Texas. TxDOT proposed to replace an existing one lane bridge on Bedell Street, which crosses San Felipe Creek adjacent to the U.S. 277 bridge. The project area includes the entire bridge. The existing bridge, originally constructed in 1935, is a one lane bridge with structural deficiencies that include cracking and scaling of the deck and superstructure, scour of the substructure and has a substandard bridge sufficiency rating. Primarily, the existing bridge services the adjacent city park and nearby residents. The purpose of the project was to construct a structure that provides for two-lane traffic, guardrails, sidewalks for pedestrian traffic, and a safer and more efficient stream crossing. The new structure will span San Felipe Creek and consist of pier and beam construction. Devil’s River minnows (Dionda diaboli), a threatened species, are known to occupy the project area and could be adversely affected by sedimentation and turbidity resulting from the deconstruction of the existing structure and installation of the new structure, which necessitated formal section 7 consultation pursuant to the Endangered Species Act of 1973, as amended (ESA). FHWA, TxDOT, and Service staff met early in the process to discuss the project design and potential effects to the Devil’s River minnow. It was at this time that the Service, TxDOT, and FHWA determined that this project would be a good candidate for the proposed pilot streamlining consultation process being developed. The project was small in geographic scope and not complex, effects were anticipated to be minimal, there was no significant risk of jeopardy to the species, and there was an urgency to complete consultation quickly to meet the letting date. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Bridge construction KW - Bridge design KW - Cooperation KW - Endangered species KW - Endangered Species Act KW - Environmental impacts KW - Highway planning KW - Texas KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter1.pdf UR - https://trid.trb.org/view/1348857 ER - TY - CONF AN - 01562323 AU - Ruediger, Bill AU - North Carolina State University, Raleigh TI - Management Considerations for Designing Carnivore Highway Crossings SN - 0977809420 PY - 2007 SP - pp 546-555 AB - Many agencies are contemplating building wildlife crossings to reduce wildlife mortality, to improve habitat connectivity, and to reduce vehicle collisions. For this to occur without problems and interagency disagreements, relationships between agencies and key individuals must be well-developed. Once relationships are in-place highway improvements and wildlife habitat objectives are more easily integrated. The second step in coordinating wildlife issues with transportation is development of interagency statewide, regional or highway specific wildlife habitat linkage plans. These determine a number of critical factors necessary to locate wildlife crossings, prioritize opportunities and focus funding and personnel. To be effective, transportation, wildlife management and land management agencies must be involved in these plans. The third step involves choosing the appropriate location, structure type and structure size for target species. This process must take into consideration more than biological criteria and includes cost factors and construction feasibility issues born by highway agencies. Last, monitoring will help improve future wildlife crossing efforts and help all agencies and the public gain confidence in their effectiveness. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Crashes KW - Habitat (Ecology) KW - Highway safety KW - Interagency relations KW - Monitoring KW - Road kill KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7e.pdf UR - https://trid.trb.org/view/1349902 ER - TY - CONF AN - 01562315 AU - Nelson, Debra A AU - Weiss, Lisa D AU - North Carolina State University, Raleigh TI - Stewart Airport Ecosystem – Taking off with Innovative Approaches SN - 0977809420 PY - 2007 SP - pp 32-37 AB - The Stewart Airport Access Improvement Project (SAAIP) embraces the essence of New York State Department of Transportation’s (NYSDOT) environmental ethic. The objectives of the project are to provide safe, efficient and improved access to Stewart International Airport, while stimulating the local economy and minimizing environmental impacts. In the end, in addition to meeting the project needs, the project results in the establishment of the nearly 7,000-acre (2,833-hectare) Stewart State Forest; preservation of the 8-acre (3.2 hectare) Colden Mansion ruins; creation of 13 acres (5.3 hectares) of wetland; preservation of a large population of a rare plant and establishment of a seed bank for its propagation; incorporation of wildlife crossings into the highway design to maintain habitat connectivity; conservation of federally-endangered Indiana bat potential maternity roosts and suitable summer roosting habitat; and creation and long-term monitoring of twelve vernal pools as breeding habitat for herptiles. This stewardship approach evolved over ten years, through partnerships, collaboration, innovation, as well as NYSDOT’s willingness and support to improve the environmental conditions. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Cooperation KW - Ecosystems KW - Endangered species KW - Environmental impacts KW - Habitat (Ecology) KW - New York (New York) KW - Preservation KW - Stewart International Airport KW - Wetlands KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter1.pdf UR - https://trid.trb.org/view/1348856 ER - TY - CONF AN - 01562307 AU - Erickson, Gregg A AU - North Carolina State University, Raleigh TI - California’s Integrated Approach to Collaborative Conservation in Transportation Planning SN - 0977809420 PY - 2007 SP - pp 251-257 AB - California’s unique biodiversity in the context of strong growth pressures, limited resources and disseminated land use authority creates a unique challenge. That challenge is to integrate conservation planning into complex transportation decisions as necessary to effectively participate in the preservation and recovery of the state’s 309 federally listed species, rare habitats, anadromous fisheries, fragmented wildlife and related natural resources while delivering a multi-billion dollar transportation improvement program. This challenging environment also creates a strong desire and opportunity to learn about the roles of integrated planning, tool development and partnerships in creating a common thread to successfully address regional and national issues. Good decision-making and planning efforts are predicated on the rigor of science, sound engineering and good policy, using innovations such as predictive modeling tools for analyzing such large-scale issues. These show great promise to effectively integrate conservation planning and transportation decisions. The Department’s anadromous fish passage, animal vehicle collision reduction and advanced mitigation planning efforts illustrate challenges, approaches, tradeoffs and lessons learned as programs are developed and implemented. The role of partnerships with stakeholders, universities and resource agency partners provides a foundation for transitioning from accommodation to true stewardship. This collaboration results in better transportation decisions, resource conservation, and common advancement of science as illustrated by related presentations at the 2007 International Conference on Ecology and Transportation (ICOET) and this unifying presentation of integrated approaches. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Animal migrations KW - California KW - Conservation KW - Cooperation KW - Decision making KW - Fishes KW - Habitat (Ecology) KW - Land use planning KW - Transportation planning KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6a.pdf UR - https://trid.trb.org/view/1349057 ER - TY - CONF AN - 01562288 AU - Jaeger, Jochen A G AU - North Carolina State University, Raleigh TI - Effects of the Configuration of Road Networks on Landscape Connectivity SN - 0977809420 PY - 2007 SP - pp 267-280 AB - Wildlife biologists, traffic planners, and decision makers are increasingly concerned about the effects of landscape fragmentation caused by transportation infrastructure. Data on the degree of landscape fragmentation are urgently needed for monitoring environmental change, identification of trends, and as a basis for investigating the effects of fragmentation on larger scales. The method of effective mesh size is currently used in several countries for national environmental reporting, e.g., as one of 24 core indicators in Germany. The objectives of this paper are to develop a new method for the quantification of landscape connectivity that incorporates variable barrier strengths into the effective mesh size, and to apply it to the question of how the configuration of transportation networks affects landscape connectivity, using empirical data on ungulates and amphibians. The paper also addresses the question of how crossing structures can enhance landscape connectivity most efficiently depending on their placement and spatial arrangement. The outcomes include the following principles: (1) The more crossing structures were implemented, the higher the resulting landscape connectivity. (2) The higher traffic volume, the larger the difference between the configuration with and without crossing structures, and the more pronounced the differences among the various configurations with crossing structures. (3) The more patches can be accessed from any patch by few road crossings (i.e., high number of nearest neighbours and next nearest neighbours), the higher the degree of landscape connectivity. (4) The closer to each other the roads are (i.e., the more bundled the roads are), the higher the degree landscape connectivity. (5) However, putting all traffic on one road can be better or worse for landscape connectivity, depending on how quickly crossing success decreases with increasing traffic volume. (6) The number and quality of crossing structures are highly relevant. Wildlife passages that are not satisfactorily functional provide little benefit to landscape connectivity. (7) Large patches should be connected first. Only once the large patches are well enough connected does the additional connection with smaller patches provide higher additional connectivity than an improvement of the connectivity between the large patches. The results demonstrate that the topology-sensitive effective mesh size is a suitable tool to study the effects of road network configuration and wildlife passage location on landscape connectivity. Because traffic volume may vary over time, landscape connectivity can vary over a day, week, or year. This new method will probably be applied widely in the future as the current lack of quantitative empirical data on the barrier strength as a function of road type, traffic volume, and animal species is currently addressed more and more systematically by wildlife biologists. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Environmental impacts KW - Germany KW - Habitat (Ecology) KW - Landscape design KW - Traffic volume KW - Ungulates KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6b.pdf UR - https://trid.trb.org/view/1349598 ER - TY - CONF AN - 01562286 AU - Schafer, Laurence M AU - Blackwell, Bradley F AU - Linnell, Michael A AU - North Carolina State University, Raleigh TI - Quantifying Risk Associated with Potential Bird-Aircraft Collisions SN - 0977809420 PY - 2007 SP - pp 56-63 AB - Bird-aircraft collisions (hereafter, bird strikes) pose substantial hazards to aviation safety. The most common method employed to objectively quantify bird hazards on airport property is a point-count survey. However, the authors questioned the adequacy of point counts in prioritizing bird-strike hazards. The authors objectives were to 1) quantify relative risk associated with potential bird strikes at Seattle-Tacoma International Airport (SEA) based on data from point counts and a supplemental survey of species time spent within runway protection zones (RPZs) for active runways; and 2) contrast risk based on each survey method against airport-specific bird-strike statistics obtained from the U.S. Federal Aviation Administration (FAA). The authors defined risk as the product of an index of frequency of use and a damage metric associated with a bird strike. The authors referenced observational data collected by USDA Wildlife Services biologists (over 50 weeks between 10 June 2003 and 11 June 2004) and assigned 51 species observations to 14 groups based on American Ornithologist’s Union classification and bird-strike data obtained from the FAA. Ranks for risk within survey method were similar between surveys for 9 of 14 groups. Waterfowl (excluding Canada geese, Branta canadensis, but including double-crested cormorants, Phalacrocorax auritus), Corvidae, gulls (Laridae), and Canada geese ranked among the top 5 groups for risk in both surveys. Notably, raptors ranked 4th in risk based on the RPZ survey, but 9th based on point-count survey. Strike statistics for SEA indicate that gulls and some passerine species tied for the most strikes/year (1990-2005), followed by ties among raptors, shorebirds (Laridae), and swallows/swifts (Hirundinidae/Apodidae). Data from the RPZ survey indicate that raptors posed a greater bird-strike risk at SEA than indicated by point-count data. This risk associated with a potential raptor strike was corroborated by strike statistics at SEA U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Airport runways KW - Aviation safety KW - Bird strikes KW - Risk analysis KW - Seattle-Tacoma International Airport KW - Statistics KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter2.pdf UR - https://trid.trb.org/view/1349008 ER - TY - CONF AN - 01562277 AU - Heller, David AU - North Carolina State University, Raleigh TI - A Strategic Approach for the Identification and Correction of Fish Passage on National Forest Lands for the Pacific Northwest SN - 0977809420 PY - 2007 SP - pp 187-187 AB - A multi-year, cooperative program for the identification, prioritization and correction of fish passage at road- stream crossings (more than 4,000 sites on a land base of 24 million acres) sites has been developed and is being implemented over the last five years. A comprehensive assessment of fish passage, at road-stream crossings, was completed for all 17 of the National Forests in the states of Oregon and Washington. The assessment took 3 years to plan and complete. More than 5,100 crossings, representing 82% of all crossings on fish bearing streams, were evaluated in the field. Initial determinations were made to identify which crossings would pass all species and life stages of fish found in the respective streams. Juvenile coho salmon were used as the target species for evaluation and a matrix integrating a variety of crossing characteristics including crossing type, crossing structure gradient, outlet drop height, a ratio of crossing structure width to bank full width, etc. was utilized to categorize sites into three categories (passable, not passable and need further investigation). Results indicate that 68% of all road-stream crossings (bridges included) impair, to some degree, upstream passage for at least one species/life stage of fish. Considering only culvert crossing structures, about 90% are impassable. It is estimated that more than 3,000 miles of habitat for fish is affected. This represents about 15% of the total miles of fish bearing streams on National Forest System lands of the Pacific Northwest Region. The assessment has provided the foundation for a more systematic and strategic approach to improve fish passage as part of the Regional Aquatic Restoration Program. A cooperative process to prioritize river basins and treatment sites is being used to guide selection of sites for remediation. Regional design standards have been established for replacement crossings and 2 design assistance teams have been created to improve the effectiveness and cost efficiency of new structures. More than 250 sites have been treated over the last 5 years. Increasingly, cooperative funding is being used to increase the number of sites being treated. A basic protocol for monitoring post treatment effectiveness is currently being revised to provide more quantitative results for post project monitoring. Additional research on the biological response of aquatic organisms, including non game and juvenile fish, during a full range of flows, is needed. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Aquatic life KW - Bridges KW - Culverts KW - Fishes KW - National forests KW - Oregon KW - Pacific Northwest KW - Streams KW - Washington (State) KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter4c.pdf UR - https://trid.trb.org/view/1349036 ER - TY - CONF AN - 01562275 AU - Ockenfels, Richard A AU - deVos, James C AU - Hervert, John J AU - North Carolina State University, Raleigh TI - Transportation Corridors in Arizona and Mexico and Pronghorn: Case Studies SN - 0977809420 PY - 2007 SP - pp 488-488 AB - The authors reviewed 13 case studies from Arizona and Sonora, Mexico, on the effects of transportation corridors on pronghorn (Antiocapra americana). What was learned and what can be done about it? Since the mid-1900s, naturalists/biologists have known that transportation corridors such as highway and railroad rights-of-way can affect pronghorn populations. Beginning in 1983, the authors have radiomarked ~250 adult pronghorn across Arizona and northern Sonora, Mexico to assess the effects of transportation corridors on various populations. During this over 20-year period, the authors conducted 3 studies, 1 in Sonora, Mexico, on the endangered Sonoran pronghorn (A. a. sonoriensis) and 10 studies in central and northern Arizona on other subspecies. With >34,000 radio locations, the authors report on the documented effects of transportation corridors from these 13 case studies. Transportation corridor effects varied by type of corridor (number of lanes, fenced vs. unfenced, and presumably by traffic volume). Pronghorn readily crossed paved, unfenced roadways with low traffic volume, occasionally crossed paved, fenced 2-lane highways, but only in certain situations, but did not cross high-volume highways or divided interstates. Railroad rights-of-way also isolated pronghorn herds and fragmented habitat. Six mitigation ideas are presented and discussed that could improve the likelihood of pronghorn crossings. The current “wildlife missing linkages” project in Arizona is attempting to identify fragmentation of habitat across the state due to transportation corridors and plan for remedies to lessen the impact of transportation on many species of wildlife, including pronghorn. The authors conclude that additional research on mitigation features is warranted U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Arizona KW - Case studies KW - Fences KW - Habitat (Ecology) KW - Mexico KW - Right of way (Traffic) KW - Traffic volume KW - Transportation corridors UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7c.pdf UR - https://trid.trb.org/view/1349874 ER - TY - CONF AN - 01562273 AU - Jacobson, Sandra L AU - Gubernick, Robert AU - Furniss, Michael J AU - North Carolina State University, Raleigh TI - Combining Aquatic and Terrestrial Passage Design into a Continuous Discipline SN - 0977809420 PY - 2007 SP - pp 136-142 AB - Transportation planners occasionally notice a curious lack of consistency and communication between hydrologists, fisheries biologists and wildlife biologists regarding passages designed for their respective specialties. Several substantial differences in treatments between aquatic and terrestrial passages at highways masks the majority of similarities. At one end of the continuum, aquatics passages can be characterized by a total containment within a watercourse, with no need for modification of the shape or size of water conveyance structure as long as the structure maintains hydrological functionality. At the opposite end of the continuum terrestrial passages can be intentionally designed to avoid water conveyance entirely. Between these two extremes lie similarities in the need for functional streamcourses that allow passage for all age classes of fish and wildlife, as well as high water events. The authors paper discusses the common mistakes made when considering only one passage category and suggests remedies designed to integrate the needs of terrestrial and aquatic organism passages. The authors paper also discusses the professional basis for the occasional forgetfulness in dealing with other disciplines using lessons learned on this topic by the United States Department of Agriculture (USDA) Forest Service as an interdisciplinary land management agency. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Aquatic life KW - Fish ladders KW - Fishes KW - Floods KW - Hydrology KW - Marine biology KW - U.S. Forest Service KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter4b.pdf UR - https://trid.trb.org/view/1349022 ER - TY - CONF AN - 01562271 AU - Swanson, Sherri AU - Hershfeld, Wendy AU - North Carolina State University, Raleigh TI - Habitat Linkage Within a Transportation Network SN - 0977809420 PY - 2007 SP - pp 258-266 AB - Sarasota County is a growing Florida gulf coast community with a strong environmental ethic. As a community, Sarasota has strived to balance growth with habitat protection through a variety of avenues including funding the acquisition of ecologically valuable lands, promoting regional mitigation projects, and encouraging the protection of habitat corridors. Roadways remain one of the greatest threats to the areas protected by these measures, and fragmentation of lands into isolated patches threatens the inherent biodiversity of the landscape. To assess the extent of the problem, Sarasota County Road Program funded several ecological evaluations along local highway corridors. The objective was to identify valuable ecological resources impacted by roadway corridors and develop an integrated approach to reduce the impacts caused by fragmentation. Although these evaluations have been largely observational, when supported by more empirical studies, they have helped provide a framework for developing an objective land acquisition and management process and for formulating local policy. Information obtained through these evaluations has improved project efficiency and in certain instances, allowed for a smoother permitting process. Another significant outcome of the ecological evaluations has been the establishment of a Regional Offsite Mitigation Area program (ROMA) to facilitate the acquisition and restoration of native habitats, many of which “bridge the gap” between established county conservation lands. These land acquisitions and ROMA’s, provide compensation for unavoidable environmental impacts associated with infrastructure projects, including wetland mitigation and restoration of Florida scrub-jay and gopher tortoise habitats. Four ROMA sites, ranging from estuarine to scrubby flatwoods restorations, now exist in varying stages of development. Establishment of the ROMA program has not been without permitting hurdles. Differences between state and federal policy, subjectivity in Florida’s Unified Mitigation Assessment Methodology (UMAM), and lack of incentives for preserving upland habitat and creating artificial wildlife passages, have been some of the challenges faced by the program. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Ecology KW - Environmental impacts KW - Habitat (Ecology) KW - Highway corridors KW - Population growth KW - Sarasota County (Florida) KW - Wetlands KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6a.pdf UR - https://trid.trb.org/view/1349058 ER - TY - CONF AN - 01562259 AU - Carey, Marion AU - North Carolina State University, Raleigh TI - Washington State Department of Transportation Bridge Maintenance and Inspection Guidance for Protected Terrestrial Species SN - 0977809420 PY - 2007 SP - pp 246-248 AB - Protected wildlife species that utilize the Washington State Department of Transportation (WSDOT) bridges and structures may be susceptible to impacts from routine maintenance and inspection activities. In response to community-driven concerns related to the conservation of protected terrestrial species and due to the lack of existing guidance for bridge related activities, WSDOT expanded their Highway Maintenance Environmental Compliance Guidance for Protected Terrestrial Species to include guidance for bridges. Two documents were developed, one document specific to bridge inspection activities, and one specific to maintenance activities. The guidance is performance outcome based, and requires that inspection and maintenance activities avoid adverse impacts to nesting protected birds and other wildlife. The guidance has been implemented and is successfully being used by bridge inspection and maintenance staff. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Bridges KW - Conservation KW - Environmental impacts KW - Inspection KW - Maintenance KW - Structural health monitoring KW - Washington State Department of Transportation KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter5b.pdf UR - https://trid.trb.org/view/1349054 ER - TY - CONF AN - 01562248 AU - Merrow, Jed AU - North Carolina State University, Raleigh TI - Effectiveness of Amphibian Mitigation Measures along a New Highway SN - 0977809420 PY - 2007 SP - pp 370-376 AB - In 2004-2005, a new highway bypass was constructed through an area of predominantly upland forest with many vernal pools in southern New Hampshire. The highway is complete but is not yet open to traffic. Potential impacts to vernal pool amphibians (spotted salamanders (Ambystoma maculatum) and wood frogs (Rana sylvatica)) and their habitat include habitat loss, barriers to animal movements, potential mortality on roads, and changes in water quantity and quality in breeding pools. Measures to maintain viable vernal pool-breeding amphibian populations along the bypass were implemented and monitored. Effectiveness as used in this paper refers to the ability of the various mitigation measures to contribute to the overall goal of maintaining viable populations, as well as the ability of each measure to provide its specific functions. The mitigation measures and results of their effectiveness to date include: (1) Bridges: Two bridges were constructed for general wildlife habitat connectivity. (2) Wildlife crossing structure and diversion walls: A 1.2 m by 1.2 m (4’ by 4’), 17-m (55’) long concrete box culvert and diversion walls were installed. After three years of monitoring spring amphibian migrations, it appears the diversion wall is successfully diverting the few vernal pool-breeding amphibians that encounter it, but there is no evidence the crossing structure has been used. (3) Seasonal pool construction: Two new pools were constructed in an effort to maintain viable amphibian habitat and populations on both sides of the new road. Post-construction monitoring shows the new pools are used by a relatively diverse community of amphibians (including spotted salamanders in one pool) and macroinvertebrates, although the pools’ long-term value to vernal pool amphibians is not yet certain. (4) Drainage: Natural hillside drainage was maintained across the new roadway to maintain existing vernal pool hydrology to the extent feasible. Where possible, roadway drainage was routed to swales and detention basins that discharged outside of vernal pool watersheds. Based on two years of observations, vernal pools immediately adjacent to the roadway have been hydrologically altered, but other pools do not appear to have been affected by the changes. (5) Habitat preservation: The land around the greatest concentration of existing vernal pools, all on one side of the new highway, was purchased to preserve habitat integrity. Six years of pre-construction and two years of post-construction monitoring show that spotted salamander breeding (as measured by egg mass counts) has not changed substantially compared to pre-construction levels. However, there is a great deal of variation in breeding activity from year to year and pool to pool, and longer-term monitoring may reveal different trends. Opening the highway to traffic may also affect populations. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Amphibians KW - Bridges KW - Detention basins KW - Frogs (Amphibians) KW - Habitat (Ecology) KW - New Hampshire KW - Road kill KW - Water quality KW - Watersheds KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7a.pdf UR - https://trid.trb.org/view/1349741 ER - TY - CONF AN - 01562244 AU - Rosa, Silvia AU - Bissonette, John AU - North Carolina State University, Raleigh TI - Roads and Desert Small Mammal Communities: Positive Interaction? SN - 0977809420 PY - 2007 SP - pp 562-566 AB - Several indirect effects of roads on wildlife communities have been reported such as habitat quality alteration, loss in landscape connectivity, and barrier effects (Forman et al., 2003; Jaeger et al., 2005). An effect zone of up to 100m on either side of the road has been described as causing measurable impacts on ecological communities (Underhill and Anglod, 2000). Roads can impact small mammal communities by: 1) creating an edge with different habitat characteristics (Garland and Bradley, 1984; Tyser and Worley, 1992); 2) promoting the introduction of exotic species (Getz et al., 1978; Vermeulen and Opdam, 1995; Underhill and Anglod, 2000); 3) increasing stress and reducing survival (Benedict and Billeter, 2004) through disturbance and contamination (Jefferies and French, 1972; Williamson and Evans, 1972; Quarles et al., 1974); 4) blocking movement thus causing genetic barriers and home range rearrangements (Oxley et al., 1974; Garland and Bradley, 1984; Mader, 1984; Swihart and Slade, 1984; Merriam et al., 1989; Gerlach and Musolf, 2000); and finally 5) causing direct road mortality (Wilkins and Schmidly, 1980; Ashley and Robinson, 1996; Mallick et al., 1998). While the main focus of studies on the impact of roads on small mammals has been on road barrier effects, less attention has been given to the effect of roads on density and diversity of local communities. Further analysis on the effect of roads on natural habitats is needed. The authors objective was to assess and compare density estimators and diversity of small mammal communities in areas influenced by roads with areas having no road influence. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Biodiversity KW - Environmental impacts KW - Habitat (Ecology) KW - Landscape architecture KW - Road kill KW - Utah KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7e.pdf UR - https://trid.trb.org/view/1349904 ER - TY - CONF AN - 01562242 AU - Peck, Andrew J AU - Harris, John L AU - Farris, Jerry L AU - Christian, Alan D AU - North Carolina State University, Raleigh TI - Assessment of Freshwater Mussel Relocation as a Conservation Strategy SN - 0977809420 PY - 2007 SP - pp 115-124 AB - Over the last 30 years, relocation of freshwater mussels has been used as a conservation strategy for potential impacts from bridge construction and dredging operations. Improved methods have effectively increased relocated mussel survivorship rates of target species from ~ 50% to ~ 90% under ideal circumstances. Success to date is largely based upon survivorship rates without consideration of relocation activity effects upon fitness and behavioral traits of mussels. In 2003, the Federal Highway Administration (FHWA) and Arkansas Highway and Transportation Department (AHTD) funded research to: 1) determine the success of mussel relocation efforts associated with highway construction projects by investigating survivorship, movements, mortality, fitness (as indicated by condition factor), and fecundity of relocated and non-relocated adults and sub-adults, 2) determine success of mussel propagation efforts by investigating survivorship of juveniles returned to identified habitats and used for population enhancement (recruitment), and 3) determine impacts at highway construction sites by comparing pre- and post-construction mussel assemblage abundance and composition, sediment deposition downstream of the construction, and individual mussel fitness. This project seeks, in part, to use the data acquired in the formulation of a programmatic biological assessment/biological opinion streamlining initiative for P. capax that will be proposed to the U. S. Fish and Wildlife Service by the ATHD and FHWA. Biochemical composition (i.e. condition factor) and movement (i.e. displacement) were monitored for two species of freshwater mussels subjected to relocation activity, the federally endangered P. capax and a species with a different life history, Quadrula quadrula and compared with control (i.e. non relocated) populations. Trends were identified in condition factor, through repeated measures ANOVA, associated with short (glycogen), moderate (lipid), and long term energy stores (proteins, RNA:DNA ratios) sampled pre- and post-relocation. Behavioral trends (i.e. displacement) between native and relocated populations of the two species were measured in both short-term (weeks) and long-term (quarterly) intervals. Results pertaining to population enhancement strategies, specifically field methodologies used for in-situ rearing of juvenile P. capax along with growth and survival rates of field reared and lab reared individuals are presented. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Arkansas KW - Bridge construction KW - Endangered species KW - Environmental impacts KW - Fishes KW - Habitat (Ecology) KW - Monitoring KW - Mussels KW - Wetland conservation UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter4a.pdf UR - https://trid.trb.org/view/1349020 ER - TY - CONF AN - 01562234 AU - Gullo, Andrea AU - North Carolina State University, Raleigh TI - Case Study: Harbor Boulevard Wildlife Underpass, Los Angeles County, California SN - 0977809420 PY - 2007 SP - pp 355-359 AB - Wildlife in Metropolitan Los Angeles now have an underpass designed and built exclusively for their safe passage under a busy boulevard. The underpass supports the longevity of the Puente-Chino Hills Wildlife Corridor (Corridor). The Corridor contains some of the last remaining stands of several habitat types that are declining in the Los Angeles Basin. The 31-mile Corridor connects vast open space areas and provides a rare opportunity to preserve functional wildland in southern California. The Harbor Boulevard Wildlife Underpass is the linkage point within this Corridor for approximately 4,600 acres of publicly protected habitat to the west and about 14,000 acres of publicly protected habitat to the east. It strengthens the biodiversity of all lands to the west and adds to the richness in the east. Harbor Boulevard was constructed in 1990 with oversight to wildlife movement in the area. Wildlife populations west of Harbor, especially the bobcat population, would have become completely isolated, and possibly extirpated, if safe passage across Harbor Boulevard was not created. A wildlife movement study, completed in 1999, identified mammalian movement up to and across Harbor Boulevard at the project location. While the purpose of the study was not to count wildlife killed by vehicles, researchers compiled significant roadkill data for Harbor Boulevard. The researchers recommended a specific location for a wildlife underpass to strengthen the connectivity of wildlife habitat and movement. Armed with this scientific data and with support from elected officials, public agencies and local nonprofit organizations, the Habitat Authority, a local government park agency, together with the County of Los Angeles and the California Department of Parks and Recreation took on this project. The Habitat Authority pursued and were successful in obtaining grant funding for construction costs. The underpass was designed to accommodate large-to medium-sized mammals. California State University, Fullerton Foundation was hired to monitor wildlife before, during, and after construction. Just nine days after the grand opening celebration of the underpass, deer were photographed using the tunnel. Coyotes and deer appear to regularly use the underpass and bobcat have been detected using the tunnel as well. The underpass project is unique in that it is the first wildlife underpass built by the County of Los Angeles. It is a multi-agency collaborative project that took over nine years to come about. It is a goodwill project that acts as a habitat linkage designed to reduce the amount of vehicle-caused wildlife mortality, and the risk of accidents that could cause harm for motorists. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Before and after studies KW - Biodiversity KW - Cooperation KW - Habitat (Ecology) KW - Los Angeles County (California) KW - Road kill KW - Underpasses KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6d.pdf UR - https://trid.trb.org/view/1349694 ER - TY - CONF AN - 01562229 AU - Servheen, Christopher AU - Shoemaker, Rebecca AU - Basting, Pat AU - North Carolina State University, Raleigh TI - Measuring the Success of Wildlife Linkage Efforts SN - 0977809420 PY - 2007 SP - pp 409-421 AB - Successful movement of wildlife across highways to effectively provide population-level wildlife linkage is usually viewed in one dimension - movement either exists or it does not. The authors believe that there are multiple ways to measure both the existence and value of such movement opportunities to better demonstrate success or failure of these efforts. The use of multiple methods to measure success will provide quantitative and qualitative values that can be used to better judge the effectiveness of wildlife movement across highways and to justify investment in the infrastructure to create such movement. Currently, many transportation agency administrators view investments in wildlife crossing infrastructure as outside their responsibility and as fiscal competition for highway projects of greater value to the traveling public. The authors believe this is a false paradigm that can be changed by enhanced measures of the values of wildlife highways crossing enhancement. Measures of success should include a wide range of factors that transcend wildlife issues. These factors should include biological impacts; economic impacts on highways, public lands, and private lands; public safety measures; social influences and acceptance; and political factors. Biological measures of success should include wildlife movement, gene flow measures, seasonal range access and dispersal opportunity, potential for re-occupancy of historic habitat, reduction in population isolation, effects on endangered species listing and management, and mortality reduction. Economic successes should include improved project planning efficiency, reductions in project time delays, reduced environmental review and court challenge costs, and improved land values adjacent to linkage areas due to healthy wildlife populations. Public safety measures should include road kill reduction, reduced probability of accidents and human injury, and improved speed limits. Social measures should include attitude surveys measuring public willingness to invest public funds to reduce wildlife collisions, public acceptance of the concept of linkage zones, and public awareness of the multiple benefits of wildlife population connectivity. Political measures should include measuring the knowledge and understanding of this issue by political interests, their willingness to appropriate funding for such projects, and legislation. The authors review the application of each of these measures of success to wildlife crossing enhancement and suggest a basic measurement approach to all wildlife crossing efforts. In the long term, successful wildlife linkage efforts associated with highways will require improved public understanding and support, improved agency willingness to accept wildlife crossings as part of their responsibility, and improved understanding of the multiple values and benefits that come from enhancing wildlife movement across highways. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Economic impacts KW - Environmental impacts KW - Habitat (Ecology) KW - Highway safety KW - Infrastructure KW - Investments KW - Road kill KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7b.pdf UR - https://trid.trb.org/view/1349864 ER - TY - CONF AN - 01562226 AU - Dodd, Norris L AU - Gagnon, Jeffrey W AU - Boe, Susan AU - Schweinsburg, Raymond E AU - North Carolina State University, Raleigh TI - Role of Fencing in Promoting Wildlife Underpass Use and Highway Permeability SN - 0977809420 PY - 2007 SP - pp 475-487 AB - Ungulate-proof fencing has been used successfully to mitigate the incidence of wildlife-vehicle collisions on highways throughout North America. And while fencing is often regarded as an integral component of effective wildlife passage structures, limited information or guidelines exist for the application of fencing in conjunction with wildlife passages. Fencing itself may limit wildlife permeability across highways and exacerbate the barrier effect of highways on wildlife populations. An 8-km section of highway reconstructed from a two- to four-lane divided highway in central Arizona was opened to traffic six months before ungulate-proof fencing was erected linking four wildlife underpasses (UP) and three bridges. To assess the role of strategically placed fencing along 49% of the section, the authors compared before and after fencing Rocky Mountain elk (Cervus elaphus nelsoni)-vehicle collision incidence, wildlife use of UP, and elk highway permeability. From 2002–2006, the authors documented 110 elk-vehicle collisions. The incidence of collisions increased over three fold after highway reconstruction was completed but before fencing was erected. After fencing, the incidence of elk collisions declined 87%. The authors employed video camera surveillance systems at two UP to compare wildlife use for nine months before and 11 months after fencing was erected. Before fencing, the authors recorded 500 elk and deer (Odocoileus spp.) at the UP, of which only 12% successfully passed through the UP; 81% of animals continued to cross the highway at grade. After fencing, of 595 elk and deer recorded, 56% crossed successfully and no animals crossed the highway at grade. The probability of an approaching animal crossing through an UP increased from 0.09 to 0.56 with fencing, and the combined odds of a crossing through the UP after fencing was 13.6:1 compared to before fencing. The authors used Global Positioning System (GPS) telemetry to assess highway permeability and crossing patterns. The authors instrumented 22 elk (16 female, 6 male) with GPS receiver collars April 2004–October 2005, during which time the authors collars accrued 87,745 GPS fixes. The elk highway passage rate, the authors measure of permeability, after the highway was opened to traffic but before fencing was erected (0.54 crossings/approach) was 32% lower than the level determined from a previous study for the section during reconstruction (0.79 crossings/approach). Once fencing was erected, the passage rate increased 52% to 0.82 crossings/approach. The proportion of elk crossings that occurred along fenced highway stretches declined 50% while the proportion of crossings along unfenced highway increased 40%. Fencing plays an important role in reducing the incidence of wildlife-vehicle collisions and increasing the effectiveness of wildlife passage structures. Furthermore, fencing in combination with a relatively high density of passages (1 structure/1.1 km) promoted elk highway permeability by funneling animals toward the UP where resistance to crossing was lower than that associated with crossings at grade. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Arizona KW - Before and after studies KW - Crashes KW - Fences KW - North America KW - Surveillance KW - Underpasses KW - Ungulates KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7c.pdf UR - https://trid.trb.org/view/1349873 ER - TY - CONF AN - 01562225 AU - Varga, Csaba AU - North Carolina State University, Raleigh TI - Is Strategic Environmental Assessment (Sea) an Effective Tool to Conserve Biodiversity Against Transport Infrastructure Development? SN - 0977809420 PY - 2007 SP - pp 294-300 AB - The European Union (EU) is at the threshold of a new development period. Hungary as a Member State of the EU was given an opportunity to frame its comprehensive development programs for the next seven years (2007-2013). One of these programs is the Transport Operative Program, which focuses on large-scale, large-volume national transport infrastructure developments including road, air, inland water, rail, and combined transport. The Program cover a defined period, however, it will assign the direction of developments for a longer time and foreshadow the vision of the whole transport system in future. Under the related EU legislation a Strategic Environmental Assessment (SEA) must be accomplished for these kinds of programs. SEA is a specific procedure to identify and control environmentally harmful processes at the earliest and highest level of planning. SEA covers all fields of environmental issues including wildlife conservation and biodiversity maintenance. In the course of the present research the authors examined the opportunities the SEA’s institutionalized framework (regulations as well as measures) offers or might offer to mitigate the direct and indirect impacts of transportation via the nascent Hungarian Transport Operative Program. The half-year-long study conducted between June and December, 2006 primarily aims at exploring opportunities lying in strategic-level assessment to conserve biodiversity at national and regional level and to treat habitat fragmentation. The authors study focused on determining what are the main issues that can be handled by the SEA and which ecological conflicts can be – at least partly -- resolved at this level. During the course of the research the author used experience gathered by older EU Member States like the United Kingdom (UK), Italy and Spain that have been formulated in the form of guidelines. The significance of our research is strengthened by fact that the overwhelming majority of one out of the nine European eco-regions (called Pannonian Biogeographical Region) can be found in Hungary. It is a great challenge for the country to meet Europe’s controversial expectations: how to conserve this valuable area but at the same time carry out a large transport infrastructural development. The results gained suggest that SEA is a satisfactory tool to indicate large-scale harmful processes, however, it does not guarantee certain and sizable mitigation of effects unless the its methodology will be developed further and it will be integrated more efficiently in the implementation process of the transportation strategies in future. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Biodiversity KW - Environmental impacts KW - Habitat (Ecology) KW - Hungary KW - Infrastructure KW - Italy KW - Spain KW - Strategic planning KW - United Kingdom KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6b.pdf UR - https://trid.trb.org/view/1349600 ER - TY - CONF AN - 01562215 AU - Bellis, Mark A AU - Jackson, Scott D AU - Griffin, Curtice R AU - Warren, Paige AU - Thompson, Alan O AU - North Carolina State University, Raleigh TI - Utilizing a Multi-Technique, Multi-Taxa Approach to Monitoring Wildlife Passageways on the Bennington Bypass in Southern Vermont SN - 0977809420 PY - 2007 SP - pp 531-544 AB - Roadways affect wildlife habitat disproportionate to the area of land they occupy while impacting wildlife directly through direct loss of habitat, road mortality and disruption of movement. Roadways indirectly impact wildlife by isolating populations and disrupting gene flow and metapopulation dynamics. A variety of strategies have been used with mixed success to mitigate the impacts of transportation systems on wildlife. Underpasses are commonly used to facilitate movement of wildlife across roadways in Europe, Australia, Canada and the U.S. Through 2005, 460 terrestrial and 300 aquatic crossing structures have been identified throughout the United States but only a small portion of these crossings have monitoring incorporated into their project design. Most monitoring is limited to usage of the passage structures with little data collected on movement through the adjacent landscape. Monitoring of the passage structures helps determine wildlife use of the structures but is limited in the ability to determine landscape level impacts. A variety of techniques are utilized in monitoring passageway effectiveness, primarily camera traps and track beds. Building on prior studies, the Bennington Bypass project takes a broad, multi – taxa approach to monitoring crossing structures on a newly constructed highway in southern Vermont. The authors are utilizing a variety of techniques to assess movements of an array of species at the passage structure and in the surrounding landscape. Techniques utilized in the authors study include: small mammal trapping, track beds/plates, remote camera sensing, snowtracking, road kill surveys, roadside track beds, amphibian recording devices, snake pit tagging and observational studies. The authors are also using this broad approach to monitoring as an opportunity to test and refine many of the techniques used in the study. By monitoring a wide variety of animal movements rather than focusing exclusively on wildlife use of the passages, the authors expect to more accurately assess the effectiveness of the mitigation structures. The authors anticipate that the results from this work will assist in developing monitoring protocols for future studies in Vermont and throughout the United States. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Australia KW - Bennington (Vermont) KW - Canada KW - Europe KW - Habitat (Ecology) KW - Monitoring KW - Road kill KW - Underpasses KW - United States KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7d.pdf UR - https://trid.trb.org/view/1349898 ER - TY - CONF AN - 01562211 AU - O’Reilly, Mary AU - MacEwan, David AU - Greco, Brandon AU - Nelson, Debra AU - Long, George AU - Rowen, John AU - North Carolina State University, Raleigh TI - Canasawacta Creek Project: Chenango County, New York SN - 0977809420 PY - 2007 SP - pp 125-135 AB - The Canasawacta Creek Watershed Initiative grew out of a desire to address the root causes of flooding, bank erosion, bridge scour and property damage that was a recurrent problem for both the New York State Department of Transportation (NYSDOT) and the inhabitants of the creek valley. Rather than continue with the old paradigm of fixing the problem spots NYSDOT, working through Region 9 office in Binghamton and its Main Office in Albany, requested the help of environmental specialists within the department as well as from other state and county agencies to address the problem more holistically and permanently. The first public meeting was held in the Town of Plymouth, Chenango County, in March of 2006. Over forty people attended; half were townspeople. The rest represented various entities including the New York State Department of Environmental Conservation (NYSDEC), the Chenango County Soil and Water Conservation District, the U.S. Army Corps of Engineers, the U.S. Fish and Wildlife Service, the Federal Highway Administration and the Upper Susquehanna Coalition. An interagency technical team was formed and an initial evaluation of a four mile stretch of the creek was performed in early June, 2006. Despite devastating flooding that occurred at the end of June, an action plan was developed and presented at a second public meeting at the end of August, 2006. NYSDOT began work in the stream in September and October of 2006. Additional work is planned for the summer of 2007. Armed with the findings of the interagency technical team, the residents of the watershed have organized themselves into a watershed committee that is working through the town to implement the parts of the plan that address private property. The watershed committee has spearheaded a town newsletter to keep everyone informed, and there is a watershed blog available on the Internet. The watershed committee has received a $179,000 grant from the NYSDEC. The grant requires a 50% match in funds which can be met by agencies such as NYSDOT and NYSDEC working in the watershed, as long as the work is in conformance with the overall watershed plan. There are several interesting aspects of the watershed approach used in the Canasawacta Creek Project. The watershed approach requires cross-jurisdictional communication and cooperation, although there are unresolved issues such as funding and liability. The social and organizational skills necessary for a successful project are as important as the scientific and engineering expertise. The methodology used to prioritize various sites for remediation is supported by classic risk assessment methodology. Finally, because of the extensive baseline data recorded by NYSDOT during the past several decades, the project offers the opportunity to evaluate the effects of the interventions undertaken in the watershed. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Cooperation KW - Floods KW - New York (State) KW - Risk assessment KW - Scour KW - Streamflow KW - Watersheds UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter4a.pdf UR - https://trid.trb.org/view/1349021 ER - TY - CONF AN - 01562209 AU - Valitzski, Sharon A AU - D’Angelo, Gino J AU - Osborn, David A AU - Miller, Karl V AU - Warren, Robert J AU - Gallagher, George R AU - North Carolina State University, Raleigh TI - Behavioral Responses of White-tailed Deer to Vehicle Mounted Sound-Producing Devices SN - 0977809420 PY - 2007 SP - pp 433-433 AB - Deer-vehicle collisions are on the rise and are a costly side-effect of increasing deer populations and expanding transportation systems. The authors evaluated the efficacy of sound as a deterrent for reducing deer-vehicle collisions by observing the behavioral response of captive and free-ranging white-tailed deer (Odocoileus virginianus) to 5 pure-tone sound treatments: 0.28 kHz, 1 kHz, 8 kHz, 15 kHz, and 28 kHz. The authors conducted preliminary trials with semi-tame deer at the University of Georgia Captive Deer Research Facility. The authors exposed 8 deer in a 0.25-ha outside paddock and 5 deer in individual stalls (2.7 m x 4.8 m) to the various treatments at >70 dB Sound Pressure Level. The authors recorded 406 observations and determined that the behavior of captive deer did not change when presented with any of the 5 pure-tone sound treatments. The authors also conducted field trials at Berry College Wildlife Refuge, Georgia and gathered 319 behavioral observations of free-ranging deer relative to a moving automobile (56.45 kph). The automobile was fitted with a sound-producing device and speakers that emitted one of the pure-tone sound treatments or no sound treatment as a control. For the 1 kHz, 8 kHz, 15 kHz, and 28 kHz sound treatments, the authors observed no change in deer behavior relative to the control. When exposed to the 0.28 kHz treatment, deer reacted in a manner more likely to cause deer-vehicle collisions. The authors results indicate that deer within 10 m of roadways did not alter their behavior in response to the pure-tone sound treatments we tested in a manner that would prevent deer-vehicle collisions. Commercially available wildlife warning whistles (aka deer whistles) are purported to emit similar consistent, continuous sounds as pure tones at various frequencies within the range of those presented in this study. The authors data suggests that deer-whistles, as they are purported to operate, are likely not effective in preventing deer-vehicle collisions. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Animal behavior KW - Crashes KW - Deer KW - Highway safety KW - Sound KW - Warning devices KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7c.pdf UR - https://trid.trb.org/view/1349866 ER - TY - CONF AN - 01562208 AU - Tappe, Philip A AU - Enderle, Donald I M AU - North Carolina State University, Raleigh TI - Using Site-Level Factors to Model Areas at High Risk of Deer-Vehicle Collisions on Arkansas Highways SN - 0977809420 PY - 2007 SP - pp 489-499 AB - Deer-vehicle collisions (DVCs) are increasing across the United States, including Arkansas. These collisions involve risk of human injury and fatality, property damage, and loss of wildlife. The annual number of DVCs in Arkansas may be as great as 18,000 (13.6% of the reported legal deer harvest in 2005) with an estimated property damage of $35 million. Numerous studies have examined the impacts and causes of DVCs; however, few studies have utilized a state-wide approach to increase understanding of the factors involved. The authors evaluated the influence of site-level factors on the number of DVCs reported during 1998-2001 along all state and federal highways in Arkansas. Site-level factors included landcover patterns, landcover characteristics, and number of stream/highway intersections within 400, 800, and 1200 m of collision sites; land cover crossing types and maximum topographic relief within 100 m of collision sites; and distances to nearest forest and to nearest water. A total of 3,170 DVC locations were compared with an equal number of randomly-chosen highway locations based upon proportions of DVCs within each physiographic region of Arkansas. Logistic regression analysis was used to develop and test a state-wide model and six physiographic region models to identify high risk areas along highways. Akaike information criterion values were used to select the best model for the entire state and for each physiographic region. The authors randomly selected 25% of the DVC sites and randomly-located highway sites to exclude from model development in order to test the predictive ability of each model.Over 1,000 variables were considered prior to model development. However, exclusion of intercorrelated variables and variables that did not differ between collision and random sites reduced the variable set to 31. These 31 variables revealed a variety of differences between known DVC locations and randomly-selected locations. Twenty-six variables were more associated with known DVC locations than with random locations. Five variables were more associated with randomly selected highway locations than with known DVC locations. The state-wide model had an overall correct classification rate of 62%. Most models developed for individual physiographic regions performed as well or better than the state-wide model: Arkansas River Valley (62%), Boston Mountains (69%), Gulf Coastal Plain (59%), Mississippi River Delta (70%), Ouachita Mountains (67%), and Ozark Mountains (60%). Almost all variables included in the state model were also included in at least one physiographic region model, and most variables of each physiographic region model were also found in the state model. Five groups of factors that were strongly correlated with DVC locations were apparent in all models: (1) the presence and amount of water in terms of distance to the nearest source, number of streams intersecting within 400 m, and amount of water within 1200 m; (2) the presence of a diverse association of land cover types in close proximity to a highway; (3) the amount and size of urban area within 1200 m; (4) forested area (deciduous and/or coniferous) in close proximity to a highway, particularly in terms of higher density of coniferous forest and greater size and irregularity of deciduous forest patches; and (5) the density of pasture and crop patches, and the density of pasture edge in particular, within 1200 m of a highway. These results and models may be used to produce maps indicating potential segments of highways at high risk for the occurrence of DVCs. Additionally, they may aid in planning and road construction. Finally, these results provide a foundation for future research in examining more specific deer-vehicle interactions, and can aid in the evaluation of appropriateness and effectiveness of proposed methods to reduce DVCs in Arkansas. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Arkansas KW - Crash injuries KW - Crashes KW - Deer KW - Fatalities KW - Highway safety KW - Logistic regression analysis KW - Road kill KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7c.pdf UR - https://trid.trb.org/view/1349875 ER - TY - CONF AN - 01562198 AU - Eilerts, Bruce AU - Nordhaugen, Siobhan AU - North Carolina State University, Raleigh TI - Arizona’s Wildlife Linkages Assessment SN - 0977809420 PY - 2007 SP - pp 311-312 AB - With the release of the Arizona’s Wildlife Linkages Assessment, November 2006, the Arizona Wildlife Linkages Workgroup is working to integrate and incorporate wildlife concerns and habitat connectivity needs into the forefront of transportation and regional planning processes to address habitat fragmentation due to highways and other human development. Arizona, ranking third nationally for biodiversity, is home to nearly 900 vertebrate wildlife species. The phenomenal growth of Arizona’s human population, economy and infrastructure present challenges to the maintenance of natural ecosystems and wildlife populations that constitute an important part of the State’s wealth. In particular, roads, urbanization, canals, railways, energy corridors and activities of illegal migrants and border security operations not only destroy habitat, but create barriers that isolate wildlife populations and disrupt ecological functions such as gene flow, predator-prey interactions, and migration. Addressing each of these potential barriers one-at-a-time is expensive and inefficient. In each landscape, the authors must address all these factors concurrently to successfully maintain or restore linkages between habitats and conserve the wildlife and natural ecosystems that Arizona’s residents and visitors rely on and benefit from. Road kill has become a common sight along many Arizona roadways - conspicuous evidence of habitat fragmentation. The results of these often-fatal encounters have far-reaching effects. Wildlife-vehicle collisions cause human deaths and injuries, millions of dollars in property damage, loss of game and non-game animals, and sometimes expose the State to liability. Working together, federal, state, county and private stakeholders can minimize these social costs while enhancing opportunities for movement of wildlife between Arizona’s habitat areas. The Arizona Wildlife Linkages Workgroup (AWLW) is a collaborative effort formed by the Arizona Department of Transportation, Arizona Game and Fish Department, Bureau of Land Management, Federal Highway Administration, Northern Arizona University, Sky Island Alliance, USDA Forest Service, U.S. Fish and Wildlife Service and the Wildlands Project to address habitat fragmentation through a cohesive, systematic approach. Through this partnership and commitment, a series of successful statewide workshops were conducted in order to facilitate “buy-in” to the process and gather information from local experts to identify: 1) large blocks of protected habitat; 2) wildlife movement corridors (potential linkage zones) between as well as through them; and 3) factors threatening to disrupt such linkage zones. In November 2006, after several years of refinement, the AWLW has produced the Arizona’s Wildlife Linkages Assessment along with a map to graphically display the areas of concern. AWLW expanded upon the original workshop information and has worked to further define existing conditions, record biotic communities, list species that depend on particular linkages, identify land ownership within those linkages, and detail anticipated in addition to known threats. Currently, more than 150 potential linkage zones have been identified throughout Arizona. The potential linkage zones were prioritized based on biological importance and the existing, as well as anticipated, threats and opportunities for preservation and/or restoration. This prioritization was used to identify several key linkages for additional analysis and development of site-specific linkage designs. In most cases, only a fraction of the land in a potential linkage zone will need to be conserved. To date, eight have been completed. Each linkage design includes a map of critical land to be conserved, recommendations for structures to facilitate wildlife crossing of roads, railroads, canals, and other human caused barriers, and management recommendations for multiple-use landscapes. Even prior to official release, statewide planners have been utilizing this Assessment for projects including bond initiative development, regional growth concerns and transportation project development. The Assessment provides a starting point for detailed consultation and coordination by providing a common reference point. With early consideration, the opportunity is created to resolve environmental issues pertaining to wildlife connectivity and wildlife-vehicle collisions while reducing project development costs. Furthermore, the formation of the AWLW has facilitated discussions and partnerships to help ensure a unified approach to wildlife linkage preservation and management while reinforcing the commitment and efficiency of wildlife connectivity measures undertaken by all stakeholders. Recognized as an important component, this Assessment is considered in the Governor’s Growth and Infrastructure Initiative. Overall, utilization of this Assessment is a strategy that promises to benefit all of Arizona. This was only the first step in a continuing process of defining and elevating the awareness of critical habitat connectivity areas. Substantial work has begun on identifying and mapping additional linkage zones within habitat blocks. It is anticipated that this will double the current number of linkage zones. As new linkage zones are added, road construction programs are updated and development in the State progresses, this evaluation and resulting prioritization will be revised and updates issued. Also, linkage designs will be developed for each potential linkage zone. Another eight linkage zones have recently received funding for linkage design analysis and the work is underway. A website and workshops are being developed to promote the utility of the Assessment. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Animal migrations KW - Arizona KW - Crashes KW - Ecosystems KW - Externalities KW - Habitat (Ecology) KW - Links (Networks) KW - Road kill KW - Transportation planning KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6c.pdf UR - https://trid.trb.org/view/1349678 ER - TY - CONF AN - 01562197 AU - Clark, Jay E AU - Van Manen, Frank T AU - Clark, Joseph D AU - North Carolina State University, Raleigh TI - Patch Occupancy Models and Black Bear Management in the Southeastern Coastal Plain: A Potential Tool? SN - 0977809420 PY - 2007 SP - pp 301-301 AB - Habitat fragmentation in the southeastern Coastal Plain is widely regarded as a central issue in the management of black bear (Ursus americanus) populations. Further habitat loss and fragmentation, and increases in human density, may influence the persistence of black bears throughout this region. Therefore, tools to evaluate these impacts are needed to encourage and allow for an integrated, regional-scale approach to management. Stochastic patch occupancy models (SPOMs) represent a group of metapopulation models that are based only on the occupancy status and size and distribution (i.e., connectivity) of habitat patches. Application of such models may provide wildlife managers and landscape planners with useful tools to evaluate the potential impacts of future land-use changes (e.g., construction of new highways) on the persistence of wildlife populations at a regional scale and to determine how those impacts may be mitigated (e.g., establishing corridors). The authors developed a SPOM for the area encompassing the entire range of the Florida black bear (U. a. floridanus) and applied the model to quantify colonization and extinction rates of habitat patches across the network. The authors adjusted interpatch distances using least-cost distance analyses to account for characteristics of the landscape (i.e., roads and land-cover types) and their potential effects on dispersal among patches. The best-fitting model incorporated effects of land-cover type and roads, including type of road. Using the parameter estimates of the best model, the authors performed a 25-year simulation of patch incidence to assess the potential for natural recolonization of unoccupied patches and to identify patches that may become extinct over the 25-year period. The simulation predicted only limited population expansion but also predicted low potential for extinction, thus occupancy patterns exhibited high stability. To demonstrate the potential utility of the authors model to managers and landscape planners, the authors applied the models to hypothetical management scenarios. The authors demonstrated how the model could be used to guide restoration efforts by identifying those patches within an assemblage that, if restocked, would maximize recolonization potential for surrounding patches. The authors also demonstrated how the model could be used to assess impacts on connectivity among existing bear populations resulting from changes in landscape structure and composition (e.g., highway upgrades). Additionally, the authors applied the parameter estimates of the best model, tested the validity of its application, and performed simulations for the area encompassing the entire range of the federally threatened Louisiana black bear (U. a. luteolus) and populations of the American black bear (U. a. americanus) in Arkansas. Although SPOMs may prove to be a valuable tool for regional-scale management of black bears in the southeastern Coastal Plain, the authors caution that the methodology used to develop the model has not been attempted for large carnivores and the reliability of the authors predictions has not been thoroughly tested. Thus, the authors emphasize that the model should be used in conjunction with other available information and not provide the sole basis for making management decisions. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Environmental impacts KW - Habitat (Ecology) KW - Land use KW - Landscape design KW - Population density KW - Southeastern United States KW - Stochastic processes KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6b.pdf UR - https://trid.trb.org/view/1349675 ER - TY - CONF AN - 01562191 AU - White, Patricia AU - Michalak, Julia AU - Lerner, Jeff AU - North Carolina State University, Raleigh TI - Linking Transportation and Conservation: How the State Wildlife Action Plans Can Help Protect Wildlife From Road Development SN - 0977809420 PY - 2007 SP - pp 340-342 AB - The authors reviewed all 51 State Wildlife Action Plans to glean a set of cross-cutting recommendations for future collaboration between wildlife and transportation agencies. As of October 1, 2005, every state wildlife agency, in conjunction with numerous partners, completed a comprehensive state wildlife action plan. Each plan is unique, but all plans were required to identify 1) declining species, 2) key habitats, 3) threats to those species and habitats and 4) actions to prevent further species decline. The authors reviewed the plans from all 50 states and the District of Columbia to determine the extent to which the plans identify and address transportation planning and development impacts. To do this the authors searched every plan for references to roads, transportation, transportation agencies, vehicles, and highways. From these searches the authors created a compilation of threat and action references and categorized each reference to identify common issues and strategies among the plans. The authors found that all 51 plans identified transportation infrastructure as a conservation issue. Specifically, the plans related the following general impacts to transportation planning and construction: (1) Habitat loss and fragmentation; (2) Spread of invasive species; (3) Road kill mortality; (4) Altered hydrologic regimes; (5) Modified population migrations and dynamics. The authors searched for actions tied directly to transportation issues and found that the states included a wide range of actions relating to transportation. Forty states recognized the need to work with transportation agencies by including one or more of the following actions: (1) Improve coordination between wildlife and transportation agencies; (2) Enter into a Memorandum of Understanding with transportation agencies; (3) Provide data and technical assistance to transportation planners; (4) Get more involved in transportation planning and permitting In addition to promoting coordination, the wildlife plans can provide transportation agencies with information about priority species and habitats and, in many cases, maps of priority conservation areas. The final section of the authors report presents a set of recommendations, based on information gleaned from the plans, for improving coordination and reducing transportation impacts on wildlife. The State Wildlife Action Plans are an opportunity for wildlife agencies and transportation planners to begin a dialogue about this issue and foster improved collaboration in the future. Future research should put these plans into action by overlaying geographic information system (GIS) layers of transportation plans with maps of conservation opportunity areas, priority habitats, and locations and ranges for species of concern. Further analysis of the plans by transportation planners to identify useful features and information gaps in the plans could help wildlife agencies improve their plans in the future. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Biodiversity KW - Conservation KW - Environmental impacts KW - Habitat (Ecology) KW - Highway planning KW - Road kill KW - State departments of transportation KW - Transportation planning KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6c.pdf UR - https://trid.trb.org/view/1349691 ER - TY - CONF AN - 01562190 AU - Puky, Miklós AU - Farkas, János AU - Ronkay, Mária Tóth AU - North Carolina State University, Raleigh TI - Use of Existing Mitigation Measures by Amphibians, Reptiles, and Small to Medium-Size Mammals in Hungary: Crossing Structures Can Function As Multiple Species-Oriented Measures SN - 0977809420 PY - 2007 SP - pp 521-530 AB - The effects of roads and railways on animals such as direct mortality caused by these infrastructure elements were recognised as early as the end of the nineteenth century. In the first half of the twentieth century further evidence gathered related to different vertebrate groups. Besides the increasing amount of information available on the environmental impact of roads and railways in the second half of the twentieth century, crossing structures, game bridges, amphibian tunnels and game passages were built as mitigation measures to provide corridors over or under roads and railways, especially in Europe. In most cases, however, they were aimed to help one animal group or species. With the development of an ecosystem-level approach, however, the investigation of the possible involvement of these constructions in helping non-target groups also started together with building green bridges. A further recognition of the special needs of certain species also led to the development of new structural elements, for example tunnels built within green bridges to help burrowing animals to cross. Mitigation measures representing all animal crossing structures in Hungary were selected to study their use by amphibians, reptiles and small to medium-sized mammals. They included a toad tunnel system with eight tunnels and approximately five-hundred meter concrete fences along road 8518. and six tunnels under the bicycle road running along the same road stretch at Lake Fert, one wet and two dry passages of one meter in diameter under the M1 motorway with 60 centimetre high concrete fences and two twelve meter wide game bridges with game fences over the same motorway. All sites are located in the same, Arrabonicum fauna district in the western part of Hungary. Due to differences in the studied animal groups a complex sampling methodology was applied. Besides site visits during the day to find the shed skins of reptiles, footprints of mammals on sand beds or their droppings in the passages, the mitigation measure use of amphibians was also investigated in night visits especially during the breeding season while mammals were also caught by baited traps and hair traps were also used. To check the efficiency of the toad tunnel system the frequency of amphibian road kills were also studied. Amphibians were found both in the tunnel system and the wet passage under the road, but their presence was not proved either in the dry passages or on the game bridges. The tunnel system worked very efficiently, i.e. it lowered road kills by at least 90%, which can even be improved by maintenance. As a consequence, more amphibians died on the bicycle road and a side road nearby than on the main road. The mitigation measure use of reptiles was proved at all investigated sites even if none of the constructions were planned to provide corridors for that animal group. Grass snakes were found in toad tunnels and passages, sand lizards on game bridges. An important difference between them was that snakes moved through the tunnels while lizards lived on them and used game bridges as a habitat. Small mammals used all investigated measures, vole and mice species were trapped in all of them. What is more, they used tunnels as part of their habitats. Besides, shrews were present in toad tunnels as well the presence of foxes and martens was also indicated. However, their road kill was low in the section studied. During the study period eight species of amphibians as well as mammals and two reptiles were proved to utilise the investigated crossing structures. Besides providing corridors, large constructions, such as game bridges also function as habitats e.g. for lizards. The use of large, mammal-oriented mitigation measures by amphibians and reptiles is needed to study further as well as efforts should be made to construct more passages or alter existing structures in the future to lower habitat fragmentation along transportation infrastructure. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Amphibians KW - Environmental impacts KW - Europe KW - Fences KW - Habitat (Ecology) KW - Hungary KW - Mammals KW - Road kill KW - Tunnels KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7d.pdf UR - https://trid.trb.org/view/1349896 ER - TY - CONF AN - 01562185 AU - Broadwell, Ann AU - North Carolina State University, Raleigh TI - Dark Beaches - FDOT’s Continued Efforts to Implement Environmentally Sensitive Lighting Systems SN - 0977809420 PY - 2007 SP - pp 211-211 AB - Artificial lighting has two important effects on sea turtles: It reduces the attractiveness of the beach to nesting females, and thus decreases the number of turtles which place nests in a coastal region, and; it interferes with the hatchlings ability to orient normally from the nest to the ocean. Both of these effects depend upon the overall intensity (energy content) and spectral composition (concentration of heat energy as a function of wavelength) of the light source(s). Habitat alterations associated with the Florida Department of Transportation (FDOT) coastal highways contribute to many beach lighting problems. The existing FDOT Roadway Lighting Standards do not take into account the biological conditions of adjacent properties when developing roadway lighting systems. This problem was identified in the FDOT 2020 Long Range Transportation Plan which was approved by Secretary of Transportation Ben Watts and the Florida Transportation Commission in March 1995. The 2020 Long Range Plan suggested that FDOT incorporate the findings of the ecosystem management task force into Department procedures, including such ideas as identifying critical sea turtle nesting habitat where alternative street lighting could be installed. In 1998, FDOT entered into a research study with Florida Atlantic University (FAU) that would address the impacts of coastal roadway lighting on adjacent sea turtle nesting beaches. Originally, the purpose of this study was to (i) identify coastal roadway lighting problems, (ii) determine how they can be corrected, and (iii) use this information to develop new and improved lighting standards for roadway design engineers, coastal communities and utility companies. It was expanded to include an embedded roadway lighting demonstration project as well as an evaluation of the safety and roadway user response to embedded roadway lighting that was conducted by the Department of Civil and Coastal Engineering at the University of Florida (UF). These findings were presented at the 2001 International Conference on Ecology and Transportation (ICOET) conference in Keystone, Colorado. A recommendation of the UF research study was the need for the development of an Engineering Manual for Designing Roadway Lighting Systems in Environmentally Sensitive Areas. The manual would not necessarily offer new lighting criteria, but would show the designer how to use alternative lighting products in the design of coastal roadway lighting systems. It was determined that this would be a valuable resource for Florida and for the nation (Ellis and Washburn, 2003). The manual would allow the implementation of specialized Coastal Roadway Lighting Standards that would meet the needs of the roadway and satisfy the requirements of the Endangered Species Act. The purpose of this paper is to provide an overview of this latest implementation of FDOT sponsored research to address coastal roadway lighting and its impacts on adjacent sea turtle nesting beaches. This recent project is a work in progress with anticipated completion date of September 2007. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Beaches KW - Coasts KW - Ecosystems KW - Endangered species KW - Endangered Species Act KW - Environmental impacts KW - Florida Department of Transportation KW - Habitat (Ecology) KW - Street lighting KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter5a.pdf UR - https://trid.trb.org/view/1349039 ER - TY - CONF AN - 01562184 AU - Choi, Tae-Young AU - Park, Chong-Hwa AU - North Carolina State University, Raleigh TI - Can Wildlife Vehicle Collision be Decreased by Increasing the Number of Wildlife Passages in Korea? SN - 0977809420 PY - 2007 SP - pp 392-400 AB - The mitigation of fragmentation due to high density road network has been a hot topic among environmentalists and road construction engineers of South Korea. Over the last ten years 92 wildlife passages, 55 ecoducts and 37 wildlife underpasses, have been constructed on existing roads, and many more will be constructed in the future (Ministry of Environment of the Republic of Korea, 2006). The authors are at an early stage of data collection on wildlife vehicle collision and the role of traditionally non-wildlife-engineered passages, such as underpasses including bridges, culverts, and human underpasses, for wildlife passages. The objective of this study was to analyze the effectiveness of the number, size, and density of non-wildlife-engineered passages. This study employed three monitoring methods: wildlife vehicle collisions, the passages use ratio (Servheen, 2003) and radio telemetry. The effectiveness of such unintended wildlife passage was evaluated by using the relationship between monthly wildlife vehicle collision data, number of usable passages, use rate of passages, and passage density. The number of usable passages represents all crossing structures after excluding those inundated circular culverts during summer season, since they are impassable for most wildlife species. The use rates of wildlife passages were collected from 14 underpasses. They were seven circular culverts, two box culverts, and four human underpasses, and were selected from 31 structures constructed on a 6.6km segment of a four-lane highway. The landscape of study area mainly consists of rice fields on an alluvial plane and scattered forest, and the road runs along the stream. Every passage has similar surroundings. Wildlife monitoring was carried out for 12 months, from Sept. 2005 to Aug. 2006; using camera traps (an average of 239 camera operating days). The number of recorded mammals was 2,593, consisting of 13 species. The authors also documented 93 mammal vehicle collisions comprising 12 species by monitoring the same road daily over a period of two years (Sept. 2004-Aug. 2006). The results of the authors analysis are as follows. First, the use rate of passages and the number of mammal vehicle collisions showed a positive correlation (r=0.890). Second, the fluctuation of the number of usable passages and collisions had no correlation (r=0.402). Third, the density of passages and collisions had a very weak positive correlation (r=0.559, p<0.093). Fourth, the use rate of box-type passages did not increase when pipe-type culverts were blocked by water inundation (p=0.561>α=0.05). These results differed from following common expectations: higher numbers and use ratings of passages could cause less frequent collisions, high density areas of passage would cause fewer collisions, and the decreased number of passages would increase the use ratings of remaining passages. Fifth, most monitored mammal species with small-to-medium body sizes used all types of passage structures frequently, but water deer (Hydropotes inermis) rarely used these passage structures of under 0.7 on the openness index. Last, the authors found by radio telemetry that only one out of 13 radio-collared raccoon dogs was killed by vehicle collision over a two-year period. However, a total of 12 raccoon dogs that had been killed by cars were found on the same road during the same period. The results of the authors research can be summarized as follows. First, there were already enough usable passages for wildlife, in spite of seasonal blockage of some passages or the uneven spacing between passages. Second, there were many occurrences of wildlife vehicle collisions, but settlers showed relatively low collision ratio. Third, most collision victims might be wanderers or newcomers unfamiliar to existing passages or occupying settlers. Finally, water deer should be the target species for the construction of wildlife passages, and the size should be O.I of over 0.7. Vehicle collision of other mammal species can be reduced significantly by installing wildlife fences without worsening habitat fragmentation in the case of roads that have many non-wildlife-engineered passages. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Bridges KW - Crash data KW - Crashes KW - Culverts KW - Habitat (Ecology) KW - Road kill KW - South Korea KW - Underpasses KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7b.pdf UR - https://trid.trb.org/view/1349745 ER - TY - CONF AN - 01562183 AU - Campbell, Carolyn AU - North Carolina State University, Raleigh TI - Sonoran Desert Conservation Plan and Regional Transportation Planning: A Case Study in Challenges for Protecting and Restoring Wildlife Connectivity in Urbanized Areas SN - 0977809420 PY - 2007 SP - pp 368-368 AB - This project demonstrates full integration of habitat conservation, transportation, and land use planning on a local and multi-jurisdictional level, utilizing best available science and best practices. The Coalition for Sonoran Desert Protection, an alliance of 38 conservation and community groups, formed in 1998 to protect biodiversity in the Sonoran Desert through Pima County’s multi-species habitat conservation planning effort. Pima County, encompassing over 9 million acres of metropolitan Tucson, Arizona and vast rural landscapes, is adjacent to the Mexican border state of Sonora, Mexico. The metropolitan Tucson area is the focus of the planning area, whose population is expected to reach 1 million by the end of 2006. Encompassing Tucson on four sides is federal forest and park lands. The planning process brought together scientists from state and federal agencies, advocates from NGO’s, and local county and municipal officials. A broad group of stakeholders was also convened to produce consensus recommendations to county officials regarding ESA Section 10 compliance. This abstract will outline the steps taken to protect and re-create wildlife linkages utilizing transportation projects through local planning and cooperative creative partnerships. Methodology in the broad context of protecting biodiversity included a 4-year development, by a science technical team, of a county-wide map identifying and prioritizing biologically-important lands. Categories developed were: Important Riparian Areas, Biological Core Management Areas, Special Species Management Areas, Multiple-Use Management Areas, and Critical Landscape Linkages. As connectivity between reserves was of particular importance to a functional landscape, the linkages category became a focus with its own methodology for implementation. Critical Landscape Linkages have been defined as, areas that contain potential connectivity corridors for biological resources but also may have now, or in the future, barriers that tend to isolate major conservation areas. The linkage definitions, maps, and land use guidelines have been included in both the draft habitat conservation plan and the county’s comprehensive land use plan. The barriers consist of highways, roads, and a federal irrigation (Colorado River) canal. Methodology to design, implement and construct wildlife connectivity through transportation barriers has been multi-faceted and complex. The Coalition was able to bring attention to the importance of the issue to local officials, adopt the linkages in local public documents, successfully advocate for the adoption of environmentally-sensitive roadway design guidelines, successfully pass voter-approved Open Space Bonds of $174.3 million which includes acquisition of lands within mapped linkages adjacent to roads, and education and cooperation of other road-building agencies. As well, the Coalition Director was involved with state legislation that created a county-wide Regional Transportation Authority to which she was appointed. Through that committee, the Coalition was able to successfully advocate for adoption of a program category for Critical Landscape Linkages that includes $45 million to be expended for wildlife structures. This plan and funding was adopted by county voters in May 2006 as part of a 20-year, $2.1 billion transportation package. Both the 2004 Open Space Bond acquisitions and the Critical Landscape Linkages funding for wildlife crossing structures are currently being implemented. These programs are being integrated not only with each other, but with multi-jurisdictional land use planning decisions, and on-going research and monitoring. There is a huge opportunity in future research, which needs to include intensive monitoring of the linkages and their contribution to protection and restoring biodiversity in the Sonoran Desert. Although this process, begun in 1998, was a direct response to endangered species liability issues county-wide, the scientific and community response has gone far beyond the regulatory compliance. If accepted, the paper will outline in greater detail the technical and biological issues involved in the local process, with particular focus on the challenges faced in successful integration of transportation and conservation planning. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Best practices KW - Biodiversity KW - Colorado River KW - Conservation KW - Endangered species KW - Habitat (Ecology) KW - Highway design KW - Land use planning KW - Sonoran Desert KW - Tucson (Arizona) KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6d.pdf UR - https://trid.trb.org/view/1349739 ER - TY - CONF AN - 01562180 AU - Woltz, Hara AU - Gibbs, James P AU - North Carolina State University, Raleigh TI - Road-Crossing Structures for Amphibians and Reptiles: Informing Design through Behavioral Analysis SN - 0977809420 PY - 2007 SP - pp 377-377 AB - Seasonal movements are fundamental to the life cycles of many species of amphibians and reptiles. These patterns of migration can be compromised by the presence of roads. Roads negatively impact many amphibian and reptile populations in various ways, such as obstructing movement, fragmenting and degrading habitats and causing increased mortality through vehicular contact. Road crossing structures provide one possible way to mitigate the negative effects of roads and facilitate safe passage for these organisms. However, if crossing structures are to be effective, animals must be willing to use them. Through a series of behavioral choice experiments, the authors examined whether certain aspects of structural design might influence animal preferences for particular crossing structures. The authors tested four qualities of possible under-road crossing structures: aperture size, substrate material, length, and light availability. For these qualities, the authors evaluated the responses of individuals from four species: northern green frogs (Rana clamitans), leopard frogs (Rana pipiens), painted turtles (Chrysemys picta), and snapping turtles (Chelydra serpentina). Results indicate that for particular organisms, specific variables did seem to influence patterns of choice. In the aperture treatment, the choices of painted turtles, snapping turtles, and leopard frogs indicate that pipe diameter exerts a significant influence on choice. The substrate treatment indicated that green frogs have a significant preference for soil and gravel over other materials. Overall, these results elucidate important considerations for the design of behaviorally palatable crossing structures. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Amphibians KW - Animal migrations KW - Frogs (Amphibians) KW - Habitat (Ecology) KW - Road kill KW - Seasons KW - Structural design KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7a.pdf UR - https://trid.trb.org/view/1349742 ER - TY - CONF AN - 01562178 AU - Thurman, David R AU - Horner-Devine, Alex R AU - Morrison, Ryan R AU - Hotchkiss, Rollin H AU - North Carolina State University, Raleigh TI - Juvenile Salmon Passage in Sloped-Baffled Culverts .. SN - 0977809420 PY - 2007 SP - pp 166-174 AB - The connectivity of river drainages has been decreased by the installation of roadway culverts, particularly for the salmonids of the Pacific Northwest. Thousands of culverts within the State of Washington have been designated by the state department of transportation (DOT) as fish passage barriers. Though it is well known that the anadromous salmon travel upstream to spawn, recent evidence suggests that juvenile salmon also travel upstream to seek preferred habitats for feeding, which may ultimately improve their survival at sea. Retrofitting culverts is an economical solution that has been initially implemented to improve adult salmon passage. Baffles increase water depth for low flow conditions and reduce velocities for higher flowrates. To determine the effect of baffles on upstream passage of juveniles, sloped-baffles were studied at a culvert test bed near Tenino, Washington. Using an Acoustic Doppler Velocimeter (ADV), 3-D velocity fields were collected in a full-sized 12.2 m (40’) long, 1.8 m (6’) diameter corrugated culvert. The culvert slope, baffle spacing, and baffle height were varied to observe flow regime trends that describe conditions suitable for fish passage. This project is unique from other hydraulic studies in that biological testing was conducted in conjunction with the hydrodynamic measurements. Biologists randomly selected 100 juvenile Coho salmon from the on-site rearing facility and allowed the fish to ascend the culvert during a three hour period. The movement of the fish was recorded with video cameras and the passage rate was determined. Results indicate that there is considerable spatial variability in the flow created by the baffles within the culvert. The flow is asymmetric, consisting of a jet traveling over the low side of the baffle and an area of re-circulating water on the high side of the baffle. The asymmetry decreases as the discharge increases and the mean water height surpasses the baffle height. The diversity of flow structures created by this asymmetry is important because it increases the number of reduced velocity paths that fish may travel. The fish passage success rates are also consistent with the trends of asymmetry: as the culvert discharge increases fish are limited to fewer possible paths, and passage rates decrease. The results suggest that both the structure of the flow and the average speed of the flow affect the passage rate. The authors present a scaling equation that relates the occurrence of flow structures to the independent study parameters in order to provide guidance in baffle implementation. Recommendations for future work include further biological interpretation and testing, so that the hydraulic and biological results may be more closely coupled. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Aquatic life KW - Culverts KW - Fishes KW - Habitat (Ecology) KW - Pacific Northwest KW - Salmon KW - Test beds KW - Washington (State) KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter4b.pdf UR - https://trid.trb.org/view/1349032 ER - TY - CONF AN - 01562159 AU - Jackson, Scott AU - Bowden, Alison AU - Graber, Brian AU - North Carolina State University, Raleigh TI - Protecting and Enhancing River and Stream Continuity .. SN - 0977809420 PY - 2007 SP - pp 175-179 AB - As long linear ecosystems, rivers and streams are particularly vulnerable to fragmentation. There is growing concern about the role of road crossings – and especially culverts – in altering habitats and disrupting river and stream continuity. The River and Stream Continuity Project began in the year 2000 with a startup grant from the Massachusetts Watershed Initiative. The University of Massachusetts (UMass) took the lead in convening a group of people from a variety of agencies and organizations who were concerned about the impact of road-stream crossings on fish and other aquatic organism passage. In 2005, three of the organizations/agencies that were key players in initiating and implementing the project joined to create the River and Stream Continuity Partnership. Founding members of the Partnership include: (1) UMass Extension ( University of Massachusetts Amherst); (2) Massachusetts Riverways Program (MA Department of Fish and Game); and (3) The Nature Conservancy. Members of the Partnership have made a commitment to the ongoing implementation of the River and Stream Continuity Project, including updates and revisions to the MA River and Stream Crossing Standards, coordination and implementation of volunteer assessments, management of the Continuity database, and projects to upgrade or replace substandard crossing structures. Since its beginning, the River and Stream Continuity Project has: (1) Developed “Massachusetts River and Stream Crossing Standards” to facilitate river and stream continuity as well as fish and wildlife passage. These standards are referenced in federal and state regulations and policies affecting road-stream crossings. (2) Created a field protocol for volunteer assessment of road-stream crossings, including data forms, instructions, and training materials. (3) Developed a system for scoring crossing structures for their effects on river and stream continuity and aquatic organism passage based on volunteer assessments. (4) Created an online database for data on road-stream crossings collected by volunteers. All crossings are geo-referenced and information from the database can be easily used in a geographic information system (GIS) to depict the location and score of all assessed structures in participating states. (5) Developed a statewide GIS coverage prioritizing all mapped stream segments in Massachusetts into three categories based on information about their importance for fish and wildlife. (6) Conducted volunteer assessments of road-stream crossings in Massachusetts, Connecticut, Rhode Island, Vermont and New Hampshire. (7) Initiated demonstration projects to mitigate known barriers to aquatic organism passage on high-priority streams. (8) Developed workshops, presentations and other educational material on the subject of river and stream continuity and the Massachusetts River and Stream Crossing Standards. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Aquatic life KW - Culverts KW - Ecosystems KW - Fishes KW - Geographic information systems KW - Habitat (Ecology) KW - Massachusetts KW - Rivers KW - Streams KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter4c.pdf UR - https://trid.trb.org/view/1349034 ER - TY - CONF AN - 01562144 AU - Gagnon, Jeffrey W AU - Dodd, Norris L AU - North Carolina State University, Raleigh TI - Effects of Roadway Traffic on Wild Ungulates: A Review of the Literature and a Case Study of Elk in Arizona SN - 0977809420 PY - 2007 SP - pp 449-458 AB - Roads have been recognized as a threat to wildlife species for over 80 years. Studies on the effects of roads on ungulates species did not begin till the 1970’s. The authors identified 53 literature sources that suggested or examined traffic levels or road types and their effects on ungulate-vehicle collisions, ungulate distribution and roadway permeability. Seventy-one percent of these suggested an effect of traffic level on ungulates. Only 47% of the papers suggested deer (Odocoileus spp.) were affected by traffic while in contrast studies on elk (Cervus elaphus) and moose (Alces alces) were at 84% and 82%, respectively. In studies that suggested no effect of traffic, other factors such as ungulate populations, ungulate behavior, driver behavior, and landscape variables were generally considered reasons for fluctuations in collisions. Although several studies examined ungulate distribution along roads, very few adequately looked at fluctuating traffic levels along highways. Highways have a greater potential for ungulate-vehicle collisions and are more likely to provide a barrier to ungulates than low traffic roads. The authors further understanding of ungulate movements and behavior in relationship to highways may be important in helping to mitigate ungulate-vehicle collisions and ungulate habitat fragmentation. The State Route 260 project in central Arizona has provided a unique opportunity to examine elk movements in relation to traffic along a highway. The authors documented distinct shifts in distribution associated with fluctuating traffic levels as well as reductions in probabilities of at-grade crossings during increasing traffic levels. During the same study the authors found that increased traffic levels did not alter elk use of wildlife underpasses. Overall, properly designed wildlife underpasses and adequate funnel fencing adequately reduced elk-vehicle collisions while simultaneously promoting highway permeability during increasing traffic levels. Further research is needed to determine if these trends hold true for other ungulate species. Currently, research of fluctuating hourly traffic levels on ungulate behavior associated with highways is underway in Arizona, including American pronghorn (Antilocapra americana), mule deer (O. hemionus), Coues’ white-tailed deer (O. virginianus couseii) and further research on elk along highways with different geographical areas and traffic level ranges. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Animal behavior KW - Arizona KW - At grade intersections KW - Behavior KW - Crashes KW - Drivers KW - Highway safety KW - Ungulates KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7c.pdf UR - https://trid.trb.org/view/1349868 ER - TY - CONF AN - 01562130 AU - Cassin, Jan AU - North Carolina State University, Raleigh TI - Watershed Approaches to Compensatory Mitigation: Using Comprehensive Mitigation Planning to Achieve More Effective Mitigation for Transportation Projects SN - 0977809420 PY - 2007 SP - pp 114-114 AB - This research project deals with development of tools and approaches for implementing more effective environmental mitigation for transportation projects. In this presentation the author evaluates the availability of tools, methods, and data necessary for implementing comprehensive, watershed-based planning for mitigation for transportation projects, and the author presents lessons learned from innovative approaches being implemented in the Pacific Northwest. It has long been recognized that project-specific, on-site mitigation projects have high rates of failure, frequently do not achieve the desired environmental benefits, and are very expensive. The emphasis for on-site and in-kind compensatory wetland mitigation makes it difficult to design wetland mitigation projects that are not small, isolated, of limited functional value, and difficult and/or costly to maintain in the long-term. Designing and planning mitigation projects within a watershed or landscape context has long been recognized as necessary for ensuring sustainable, successful mitigation. Transportation projects epitomize these challenges, but also provide some of the best opportunities to create better mitigation alternatives through implementation of watershed approaches. In addition, regulatory agencies are recognizing the importance of watershed approaches. The proposed EPA/COE joint rules for compensatory mitigation explicitly incorporate the need for watershed approaches. How prepared are agencies, however, to implement watershed approaches in mitigation planning and design? States in the Pacific Northwest have been conducting watershed and basin planning for at least the past 10 years under a number of state and local mandates. This region arguably possesses some of the most complete watershed information available in the United States. To determine the availability of the data necessary for implementing a watershed approach the author: (1) evaluated more than 50 watershed and/or basin plans to determine how many plans incorporate key elements of a watershed or landscape approach: spatially explicit, process and function based, both biotic and abiotic processes, multi-species focus; and (2) determined the overlap between locations of transportation projects and watershed data. The majority of watershed plans lack one or more of these key elements. The author assess the feasibility of implementing watershed approaches for transportation projects using existing information. Using this analysis, the author then discuss the development of innovative tools and databases that are being used for planning for watershed-based mitigation at regional restoration sites. For local, state and federal transportation planning purposes, this allows systematic evaluation of the type and amount of mitigation that is or will be needed in the future for the region or a particular watershed, the existing functional condition of the watershed, and where in the watershed restoration is most needed and will have the greatest benefit. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Benefits KW - Habitat (Ecology) KW - Pacific Northwest KW - Restoration ecology KW - Technological innovations KW - Transportation planning KW - Watersheds KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter3b.pdf UR - https://trid.trb.org/view/1349019 ER - TY - CONF AN - 01562115 AU - Inlander, Ethan AU - Clingenpeel, Alan AU - Crump, Michael A AU - Van Epps, Matthew AU - Formica, Sandi AU - North Carolina State University, Raleigh TI - Inventory and Sediment Modeling of Unpaved Roads for Stream Conservation Planning SN - 0977809420 PY - 2007 SP - pp 156-165 AB - The streams and rivers of the Ozark Plateaus are an unrivaled natural resource for the region. They provide habitat to some of the North America’s most abundant and rich biodiversity, while also serving as water sources for human drinking, agricultural, and recreational needs. The Nature Conservancy (TNC) has identified several priority watersheds through its Ozarks Ecoregional Conservation Assessment of 2003, where it focuses its on-the ground conservation planning and implementation efforts. Sedimentation from unpaved roads is a primary threat to water quality in Ozark streams. TNC has partnered with various organizations including the US Forest Service (USFS), the Watershed Conservation Resource Center (WCRC), and others to develop a multi-phased approach to address the impacts of unpaved roads on these priority watersheds. The first step in the approach utilizes advanced Geographic Information System/Global Positioning System (GIS/GPS) technologies to develop a detailed vehicle-based road inventory of the target watershed or subwatershed. Sub-meter differential GPS with customized data dictionaries are used to characterize the location and function of sediment-producing and conveying features of the road infrastructure, including the road surface, prism and slope, ditches, bars, lead-offs, culverts, crossings, and outlets. The road inventory yields a comprehensive geodatabase and map series of the mapped features. A stratified random sample of the inventoried road network is then measured to generate sediment yield predictions on ten percent of the road network. Detailed field measurements are collected with differential GPS and customized data dictionaries. The data are entered into the Water Erosion Prediction Project (WEPP) model, a process-based erosion prediction model developed by multiple federal agencies over the past 20 years. With sediment yields predicted for sample sites, erosion predictions are then extrapolated for the entire study watershed using the road inventory geodatabase. Once sedimentation yields are predicted for each road segment in the entire study area, priority sub-watersheds are identified in the GIS using watershed sediment accumulation tools. These sub-watersheds with high potential for sediment yield may be compared to species inventory data, stream bank erosion surveys, and other land use information to set priorities for conservation planning and prioritization efforts. Priority infrastructure maintenance improvements are also identified through features that were flagged in the road inventory geodatabase as needing repair or replacement. Road maintenance workshops are held with USFS engineers, county road crews, and other partners to transfer the inventory information, present the findings of the study and to demonstrate best management practices for road maintenance. Since 2004, TNC and its partners in the Arkansas have worked in three priority Ozark watersheds to inventory over 600 miles of unpaved roads and 3000 associated point features in an area greater than 900 square miles. The area comprises over thirty 6th level (12-digit) HUCs. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Geographic information systems KW - Global Positioning System KW - Habitat (Ecology) KW - Ozark Mountains KW - Sedimentation KW - Unpaved roads KW - Watersheds KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter4b.pdf UR - https://trid.trb.org/view/1349024 ER - TY - CONF AN - 01562112 AU - Ernst, Richard AU - Selinger, Jeff AU - Childers, Jim AU - Lewis, Dale AU - Olson, Gary AU - Bear, Steve AU - North Carolina State University, Raleigh TI - Wildlife Mitigation and Human Safety for Sterling Highway MP 58-79, Kenai Peninsula, Alaska. SN - 0977809420 PY - 2007 SP - pp 500-504 AB - The Sterling Highway is a paved two-lane road which links Alaska’s western Kenai Peninsula, to the Seward Highway and Anchorage, the state’s largest city. The Kenai National Wildlife Refuge is bisected by the Sterling Highway, which has one of the highest moose (Alces alces) vehicle collision rates for a rural highway in the state. The Alaska Department of Transportation and Public Facilities is planning to reconstruct a section of the Sterling Highway between MPs 58 and 79, occurring mostly within the Refuge. A working group was formed in 2005 to collect data on moose movements and review wildlife-vehicle collisions (WVC). The group consists of representatives from the Federal Highway Administration; the Alaska Departments of Transportation and Public Facilities, Fish and Game, and Public Safety; the Alaska Moose Federation (non-profit); and the U.S. Fish and Wildlife Service. The purpose of this cooperative effort is to reduce wildlife-vehicle collisions along the Sterling Highway corridor through the Kenai National Wildlife Refuge while maintaining permeability and enhancing habitat connectivity. In this paper, the authors describe the study design and provide interim results from 2005-06. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Alaska KW - Crashes KW - Data collection KW - Habitat (Ecology) KW - Highway safety KW - Rural highways KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7c.pdf UR - https://trid.trb.org/view/1349876 ER - TY - CONF AN - 01562108 AU - Hardy, Amanda AU - Burch, Ted AU - James, Carl J AU - North Carolina State University, Raleigh TI - Developing the “Integrated Transportation and Ecological Enhancements for Montana” (ITEEM) Process: Applying the Eco-Logical Approach SN - 0977809420 PY - 2007 SP - pp 250-250 AB - Construction and maintenance of transportation systems can result in direct, indirect and cumulative effects on ecosystems. Typically, mitigation of unavoidable adverse impacts occurs on a project-by-project basis and commonly attempts to restore the same affected resource as close to the site where the impact occurs. This piecemeal approach may fulfill regulatory requirements but greater mitigation value may be achieved for a similar investment by evaluating and prioritizing off-site mitigation opportunities in the context of the entire ecosystem. Additionally, project-by-project environmental permitting practices involve repetitious procedures that sometimes unpredictably delay project delivery. Recently-released federal guidance encourages agencies to collaboratively and strategically plan infrastructure projects and related mitigation with goals of conserving and connecting important habitats, while increasing predictability and transparency of planning and regulatory permitting processes. This guide, entitled, “Eco-Logical: An Ecosystem Approach to Developing Infrastructure Projects,” was used by an interagency group in Montana to create the “Integrated Transportation and Ecosystem Enhancements for Montana” (ITEEM) process. As the first effort to “pilot” Eco-Logical’s guidance, cooperating agencies gained insights that may help others follow Eco-Logical’s framework. This report summarizes Montana’s efforts to adapt Eco-Logical to create the ITEEM process and offers insights for other interagency efforts working to increase the efficiency of transportation project delivery while mitigating adverse impacts where the conservation efforts are most needed. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Ecology KW - Ecosystems KW - Environmental impacts KW - Fishes KW - Habitat (Ecology) KW - Integrated Transportation and Ecological Enhancements for Montana (ITEEM) KW - Montana KW - Project management KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6a.pdf UR - https://trid.trb.org/view/1349056 ER - TY - CONF AN - 01562107 AU - Gundersen, Heather AU - Heilman, Jeff AU - North Carolina State University, Raleigh TI - Regulatory Compliance on Multistate and Multimodal Projects: Bridging the Gaps Between States and Among NEPA Co-leads SN - 0977809420 PY - 2007 SP - pp 29-31 AB - The I-5 Columbia River Crossing (CRC) project is a highway and transit project located on Interstate 5 (I-5) along a five mile corridor between Vancouver, Washington and Portland, Oregon. Spanning two states, cities and counties, the CRC project has many different jurisdictional boundaries that can include different ideologies, requirements, and established practices. Two Metropolitan Planning Organizations and transit organizations also play a primary role for the transit side. In total, the project has eight project sponsors, including the Oregon and Washington Departments of Transportation. The project includes both major highway and major transit elements, and therefore two federal lead agencies – the Federal Highway Administration (FHWA) and the Federal Transit Administration (FTA) – jointly oversee the National Environmental Policy Act (NEPA) process. The federal co-lead status for developing the Environmental Impact Statement (EIS) often presents challenges that will be discussed. On the regulatory side there are obvious complications from the bi-state nature of the project because each state has its own regulations and policies that can be inconsistent and sometimes contradictory to the other. The purpose of this paper is to explain the CRC approach to environmental streamlining for the NEPA process and the lessons learned that could apply to complex or even smaller transportation projects. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Compliance KW - Environmental impact statements KW - Metropolitan planning organizations KW - Multimodal transportation KW - National Environmental Policy Act KW - Portland (Oregon) KW - Regulations KW - States KW - Transportation planning KW - Vancouver (Washington) UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter1.pdf UR - https://trid.trb.org/view/1348855 ER - TY - CONF AN - 01562106 AU - Grilo, Clara AU - Baltazar, Carla AU - Santos-Reis, Margarida AU - Silva, Clara AU - Gomes, Luis AU - Bissonette, John A AU - North Carolina State University, Raleigh TI - Patterns of Carnivore Road Casualties in Southern Portugal SN - 0977809420 PY - 2007 SP - pp 556-561 AB - The authors examined spatial patterns of carnivore casualties by counting the number of animals killed on 574 km of national roads and highways in southern Portugal. The authors surveyed six national roads twice a month from July 2003 to December 2006. Highway casualty data were collected by Brisa Auto-Estradas de Portugal, S. A., a private concession. A total of 801 carnivores representing eight carnivore species were killed. The authors found an average of 47 vehicle-killed individuals/100km/year; foxes were most numerous with the 20 individuals killed/100km/year. The distribution of carnivore vehicle-kills was clustered except fox. The authors calculate the mean road kill rate on different classes of variables that may influence road mortality and compare among them to identify the level of risk posed by each class of variable. Casualties were more likely to occur near to suitable habitats preferred by carnivores, in high traffic volume areas, and close to streams. Livestock exclusion fences, the type of road, and the number of passages did not influence mortality. To improve the cost-effectiveness of mitigation measures for new and existing roads, the priority should be given to the road segments crossed by streams in a cork oak woodlands matrix. Short sections of buried fences near culvert openings (100m on each side) should reduce the number of casualties considerably. Habitats connectivity is a serious issue where high volume traffic discourages carnivores from crossing roads at-grade. Connectivity is enabled by appropriately-designed passages. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Cost effectiveness KW - Crashes KW - Fences KW - Habitat (Ecology) KW - Highway safety KW - Portugal KW - Road kill KW - Streams KW - Traffic volume KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7e.pdf UR - https://trid.trb.org/view/1349903 ER - TY - CONF AN - 01562101 AU - Barnum, Sarah AU - Rinehart, Kurt AU - Elbroch, Mark AU - North Carolina State University, Raleigh TI - Habitat, Highway Features, and Animal-Vehicle Collision Locations as Indicators of Wildlife Crossing Hotspots SN - 0977809420 PY - 2007 SP - pp 511-518 AB - Tracking techniques were used along US 2 and NH 115 in the towns of Jefferson and Randolph, New Hampshire to record geo-referenced wildlife highway-crossing data for geographic information systems (GIS)-based analysis. Over 7000 track sets from 22 species were recorded from December 2005 through May 2006. Moose, red fox, white-tailed deer, and coyotes left most tracks. A substantial number of fisher and bobcat were also recorded. This data set is unique in size and the number of carnivores recorded. Analyses completed for this report indicate that variations in landscape scale habitat composition in the study area were correlated with variations in wildlife crossing rates at the landscape scale. Different species also showed different affinities for the roadside at this scale. At the local scale, the rate of moose crossing was higher in locations with mixed forest cover types and where guardrails end, but not in locations with high moose/vehicle collision rates. Crossing by predators, excluding red fox, increased with the presence of coniferous cover types, and the rate of deer crossing increased with the presence of open cover types. Additional analyses at the roadside scale will be conducted and results will be available at a later date. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Crash data KW - Crashes KW - Deer KW - Geographic information systems KW - Habitat (Ecology) KW - High risk locations KW - New Hampshire KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7d.pdf UR - https://trid.trb.org/view/1349894 ER - TY - CONF AN - 01562096 AU - West, Paul W AU - North Carolina State University, Raleigh TI - Wildlife Connectivity Across Utah’s Highways SN - 0977809420 PY - 2007 SP - pp 347-354 AB - The Utah Department of Transportation sponsored a workshop to identify major sections of Utah’s highways that disrupt wildlife connectivity. This workshop was attended by representatives from the Utah Department of Transportation (UDOT), Utah Division of Wildlife Resources (UDWR), U.S. Forest Service, U.S. Fish and Wildlife Service, and several private consulting and conservation groups. During the workshop, and subsequently in some of the UDWR offices, 64 separate connectivity zones were identified. These were prioritized based on professional opinions and experience of biologists who were familiar with the linkage areas. From this, it was estimated that 222 miles of Utah’s roads and freeways cross through critically important connectivity zones, 287 miles of roads cross through highly important zones, and 754 miles cross through moderate priority areas.Examples of regional connectivity maps and tabulated descriptions are in the Appendix. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Biodiversity KW - Economic growth KW - Ecosystems KW - Habitat (Ecology) KW - Traffic volume KW - Transportation planning KW - Utah KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6c.pdf UR - https://trid.trb.org/view/1349693 ER - TY - CONF AN - 01562095 AU - Leblanc, Yves AU - Bélanger, Jacques AU - Desjardins, Sylvie AU - North Carolina State University, Raleigh TI - Construction of a Highway Section Within a White-Tailed Deer Winter Yard Near Near Québec City, Canada: Mitigation Measures, Monitoring, and Preliminary Results SN - 0977809420 PY - 2007 SP - pp 434-448 AB - The construction of a new 10.4 km (6.5 mi) section of HWY Robert-Cliche (73) south of Québec City, Canada, integrated an unprecedented number of mitigation measures to maintain connectivity between a bisected white-tailed deer winter yard and minimize apprehended deer-vehicle collisions. In this paper the authors present mitigation measures planned and complete as well as the monitoring approach to document deer use and movements in the winter yard before, during and after the construction. Some preliminary results regarding the impact of this project on the deer winter use of the project area also will be presented and briefly discussed. The authors conducted 4 years (1999-2002) of winter track surveys along the projected centerline of the new highway section and aerial surveys done in mid-winter of 2003 and 2004 to document movements and to delineate boundaries of the Calway deeryard. Mitigation measures were then proposed and integrated in the project design for the bisected deer-yard. It included wildlife fencing for more than half (6.2 km or 3.9 mi) of the new highway section and combining it with 5 underpasses: one concrete box culvert, two open-span bridges over two major rivers and 2 open-span bridges over 2 rural roads. Before and during construction deer were captured each year in January and fitted with radio-collars. Yearly aerial surveys were also conducted to determine spatial use in relation with the construction phases. Around 20 deer were radio-collared each winter and telemetry data showed that about one-third of deer were long distance migrants (> 10 km) between their winter and summer home range, another one-third were short distance migrants (1 to 10 km), whereas the remaining were yearly residents of their winter range. All radio-collared deer monitored for more than a year consistently traveled between the same winter and summer home ranges. However some marked deer moved elsewhere to winter. Two primary deer crossing structures were located at the Doyon Creek and Calway River and three secondary ones were available to deer. The design and specifications of three required underpasses were modified to facilitate use by deer. As of October 2006, four underpasses were completed, as well as 5.1 km (3.2 mi) of wildlife fencing and 21 jump-outs. An additional 6 escape ramps will be built before construction ends to allow trapped deer to escape from the fenced rights-of-way (ROW). Motorists were not yet allowed to use paved sections but they will be after project completion in fall 2007. During the 2006 spring migration, about twenty deer were trapped within the 1.6 km (1.0 mi) fenced section and did not find the hole at the jump-outs. Adjustments were made on existing ramps to allow the deer to see the opening and not be reluctant to jump out to the adjacent forest. Also, new drawings and specifications were made to eliminate fence angles and reduce the height and slope of the ramp for the remaining one to build. Weekly visits from January to March 2007 showed that numerous deer were using both primary and secondary deer crossing structures to access both sides of the deeryard. Data from the aerial survey showed that the fenced highway section induced a light shift in the spatial use of the deeryard during the 2007 winter. Telemetry data provided evidence that deer with split winter home ranges continued to use both sides of the new section of highway despite a 5.1 km stretch of deer-proof fencing. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Before and after studies KW - Crashes KW - Data collection KW - Deer KW - Fences KW - Monitoring KW - Quebec (Canada) KW - Underpasses KW - Wildlife crossings KW - Winter UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7c.pdf UR - https://trid.trb.org/view/1349867 ER - TY - CONF AN - 01562088 AU - Burns, Joseph AU - North Carolina State University, Raleigh TI - Application of Ecological Assessments to Regional and Statewide Transportation Planning SN - 0977809420 PY - 2007 SP - pp 249-249 AB - The application of ecological assessments can facilitate transportation project planning and delivery that can avoid or minimize impacts to the environment and minimize disruptions of critical ecological processes. This presentation considers the value of ecological assessments designed to integrate regional conservation planning with environmental regulatory compliance that support ecologically appropriate transportation planning and project delivery. Recent transportation legislation, Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) requires transportation agencies to consider environmental considerations in their regional and state-wide transportation plans. Earlier transportation required Federal agencies to coordinate environmental reviews to address multiple regulatory compliance simultaneously rather sequentially whenever possible. This requirement has been retained in the in SAFETEA-LU. Ecological assessments have been developed to address a variety of objectives. This presentation will review a subset of assessments and discuss components of those assessments which may offer the greatest value to transportation planners. The presentation will offer a template for developing a rapid assessment that offer a menu of assessment components that state and local transportation planners may consider to facilitate compliance with the new planning regulations that result in streamlined planning and project delivery. After the passage of SAFETEA-LU, the National Academy of Sciences hosted a workshop to discuss the information needs necessary to support the new provisions such as these new environmental within the recent legislation. The presentation will offer a list of data needs that facilitate the coordination and integration of multiple agency considerations and regulatory requirements. Follow-up work could include an analysis of the rapid assessment process and how it can be continually improved. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Compliance KW - Conservation KW - Ecology KW - Environmental policy KW - Policy, legislation and regulation KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Transportation planning UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6a.pdf UR - https://trid.trb.org/view/1349055 ER - TY - CONF AN - 01562087 AU - Feinberg, Jesse AU - North Carolina State University, Raleigh TI - Conserving the Connections: A Nationwide Inventory of State-Based Habitat Connectivity Analysis SN - 0977809420 PY - 2007 SP - pp 313-327 AB - Habitat fragmentation is among the most serious threats to species and biological diversity. Highways can divide wildlife habitat into smaller patches, reducing or prohibiting necessary wildlife movement between core habitat areas for foraging, mating, and other life functions. Defenders of Wildlife reviewed all 50 states to identify those that are working to address habitat connectivity in the context of transportation planning. The goal of these plans is to facilitate interagency cooperation in order to enhance wildlife connectivity while continuing to expand and improve transportation infrastructure. The authors found that eleven states have completed, or are currently completing, a statewide habitat connectivity analysis, which will allow them to incorporate wildlife habitat and linkage needs into highway project planning. An additional eight other states are working on connectivity issues but on a regional scale or without a direct link to transportation planning. This analysis provides a snapshot of the status of connectivity planning across the nation. By comparing lessons learned and successful methods, states considering connectivity planning can draw from the experience of others, while states with existing plans can use this information to improve as plans are updated. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Biodiversity KW - Conservation KW - Environmental impacts KW - Habitat (Ecology) KW - Road construction KW - State departments of transportation KW - Transportation planning KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6c.pdf UR - https://trid.trb.org/view/1349679 ER - TY - CONF AN - 01562081 AU - Beck, Judy AU - Kamke, Sherry AU - Majerus, Kimberly AU - North Carolina State University, Raleigh TI - Supporting Water, Ecological, and Transportation Systems in the Great Lakes Basin Ecosystem SN - 0977809420 PY - 2007 SP - pp 188-202 AB - The North American Great Lakes Basin ecosystem is globally significant. A unique, bi-national Great Lakes Water Quality Agreement (GLWQA) between Canada and the United States is the backbone for cooperative efforts within the Basin. The Agreement establishes a basis for implementing a systems approach “to restore and maintain the physical, chemical and biological integrity of the waters of the Great Lakes Basin Ecosystem,” ... as... "the interacting components of air, land, water and living organisms, including humans, within the drainage basin” (GLWQA 1987). This paper introduces the interacting systems of the Great Lakes Basin ecosystem. Lessons learned and the shortfalls of approaches that divide an ecosystem into individualized compartments are also summarized. Discussion includes advancements in practices and partnerships to improve ecosystem health. The purpose of this paper is to highlight activities within the Great Lakes Basin and to discuss a systems approach to sustaining multiple economic, community, and environmental benefits. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Canada KW - Economic benefits KW - Ecosystems KW - Environmental impacts KW - Great Lakes KW - Habitat (Ecology) KW - Regional planning KW - Sustainable development KW - United States KW - Water quality UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter4c.pdf UR - https://trid.trb.org/view/1349037 ER - TY - CONF AN - 01562080 AU - Richards, Shelley D AU - Ryan, Bill AU - North Carolina State University, Raleigh TI - ODOT’s OTIA III Bridge Program: Three Years of Environmental Stewardship SN - 0977809420 PY - 2007 SP - pp 18-23 AB - The purpose of the environmental stewardship framework is to deliver projects that are sensitive to their communities and landscape while streamlining the permitting process. After three years of implementation, the authors have successfully maintained the collaborative approach with regulatory partners. This has been critical to the authors success in avoidance and minimization of project impacts. The OTIA III State Bridge Delivery Program (the Program) is part of the Oregon Department of Transportation’s (ODOT) 10-year, $3 billion Oregon Transportation Investment Act (OTIA) program. OTIA funds will repair or replace hundreds of bridges, pave and maintain city and county roads, improve and expand interchanges, add new capacity to Oregon’s highway system, and remove freight bottlenecks statewide. Oregon Bridge Delivery Partners (OBDP), a joint venture formed by HDR Engineering Inc. and Fluor Enterprises Inc., is a private-sector firm that has contracted with the ODOT to manage the $1.3 billion state bridge program. OBDP has developed a framework to integrate the myriad of tools developed for the Program, including environmental performance standards, a joint batched-programmatic biological opinion, environmental and engineering baseline reports, and a web-based geographic information system (GIS). The purpose of this framework is to identify environmental concerns early in the project development process and communicate these concerns to design teams and regulatory agencies to promote environmental stewardship through impact avoidance and minimization. Innovative and creative use of technology has been a keystone to the framework. Environmental professionals input the relevant environmental data for a project in a comprehensive, on-line Pre-Construction Assessment (PCA) form. The data are used to identify project challenges (e.g., archaeological sites or wetlands within the project footprint) and compile electronic reports to the regulatory agencies. Environmental metrics, such as exempted T&E species “take” and wetland fill quantities are tracked using the GIS database. One framework meets the needs of many stakeholders. Now, after almost three years of execution, OBDP and ODOT have some great successes and lessons learned to share. OBDP have continued to adapt and develop tools to be successful – as well as shift the Program operating structure. The focus of this presentation will be on the framework that has been utilized to maintain compliance and strive for environmental excellence. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Bridges KW - Cooperation KW - Economic development KW - Environmental impacts KW - Environmental stewardship KW - Geographic information systems KW - Highway maintenance KW - Joint ventures KW - Wetlands UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter1.pdf UR - https://trid.trb.org/view/1348853 ER - TY - CONF AN - 01562073 AU - Jacobs, Tom AU - North Carolina State University, Raleigh TI - Green Infrastructure, Environmental Mitigation and Transportation Planning in Kansas City SN - 0977809420 PY - 2007 SP - pp 359-359 AB - This project creates a planning and policy foundation to integrate transportation and environmental planning in the metro Kansas City area. The Mid-America Regional Council (MARC), the metropolitan planning organization for the Kansas City region, is in the process of advancing a series of initiatives to help promote and incorporate broadened environmental consideration as a part of its regional transportation planning processes. This presentation will describe several interconnected strategies designed to accomplish the agency’s long range transportation plan goals related to access, mobility, safety and the natural environment. In 2004, MARC completed a comprehensive, geographic information system (GIS)-based regional natural resources inventory (NRI). This effort compiled all existing and relevant GIS data pertaining to the Kansas City metropolitan area to facilitate more integrated and proactive environmental planning in a variety of arenas. Data described the distribution, quality and extent of natural habitat types throughout the eight county region. The data serve to facilitate and spatially integrate planning efforts related to transportation, land use, air and water quality and greenways. Subsequently, NRI data has been used to help prioritize and focus greenway planning, design and acquisition efforts. Beginning with the highly regarded regional greenway plan known as MetroGreen, new natural resource data has been used to prioritize open space conservation needs and opportunities. All analysis has been conducted within an integrated, multiple purpose framework, in pursuit of air and water quality protection, habitat restoration, reduction in flood risk, recreation and alternative transportation. Planning for prioritized greenways and natural areas will adopt a green infrastructure framework, seeing to maximize connect key areas on a landscape scale to maximize ecological values and ecosystem services. Importantly, the final regional green infrastructure plan will be presented as a draft regional environmental mitigation plan in compliance with new Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) requirements. Mitigation in this venue is broadly construed, though intended to complement other state and federal mitigation requirements as well. Development and final adoption of the plan will be accomplished through rigorous public participation efforts, including key natural resource management organizations and agencies. Ultimately the objective is to formally articulate via the transportation plan policy how this valuable environmental data can and should be used in helping to prioritize and define the region’s investment in the transportation system. All data, planning, design and implementation efforts will be incorporated into MARC’s next long-range transportation plan, which is slated for formal kickoff in 2007. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Air quality KW - Ecosystems KW - Environmental policy KW - Geographic information systems KW - Greenways KW - Habitat (Ecology) KW - Kansas City Metropolitan Area KW - Land use KW - Natural resources KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Transportation planning KW - Water quality UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6d.pdf UR - https://trid.trb.org/view/1349730 ER - TY - CONF AN - 01562070 AU - Howie, Shara AU - Majerus, Kimberly AU - Schaftlein, Shari AU - North Carolina State University, Raleigh TI - Using Tools to Support Decision-Making for Multiple Benefits in Transportation and Conservation SN - 0977809420 PY - 2007 SP - pp 303-310 AB - One of the challenges faced by transportation and environmental practitioners is to keep pace with policy and technology advancements and capitalize upon new tools and methods as they become available. Several existing efforts and new initiatives are underway to improve practices in the use of tools within transportation program delivery. For example, the Federal Highway Administration (FHWA) Headquarters Project Development and Environmental Review Office, FHWA Division Offices, state departments of transportation, NatureServe, and Defenders of Wildlife hosted workshops in Arizona, Arkansas, and Colorado to bring together transportation and environmental practitioners to discuss ways to link efforts for conservation and transportation planning. One result from the workshops is an expanded awareness of available information, data, and tools that can support the integration of conservation and transportation efforts and transportation program and project delivery. Another result from the workshops is evidence of the importance of face-to-face interactions between professionals in transportation and environmental and resource agencies. This paper includes a discussion of the approaches used in the workshops and successes and lessons learned. Several other existing efforts and new advancements that are moving forward to expand the use of data and tools in transportation decision-making are also discussed. The purpose of this paper is to highlight examples of specific types of expertise, data, and tools that can immediately be used to assist transportation and environmental practitioners achieve their goals and meet their requirements. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Arizona KW - Arkansas KW - Colorado KW - Conservation KW - Decision making KW - Environmental impacts KW - Environmental protection KW - Project delivery KW - Technological innovations KW - Transportation planning KW - Workshops UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6b.pdf UR - https://trid.trb.org/view/1349677 ER - TY - CONF AN - 01562063 AU - Bissonette, John AU - North Carolina State University, Raleigh TI - North American Decision Guidelines for Mitigating Roads for Wildlife SN - 0977809420 PY - 2007 SP - pp 422-422 AB - The primary purpose was to develop, to the extent that data are available, and as part of a web-based wildlife and roads resource, clearly written decision guidelines for: 1) the selection, configuration, and location of crossing types; 2) the monitoring and evaluation of crossing effectiveness; and 3) for maintenance. Until recently, concerted and purposeful activity towards linking transportation and ecological services into a context-sensitive planning, construction, and monitoring process has not been attempted. The authors began a 3 year project in June 2004 funded by the National Cooperative Highway Research Program (National Academy of Sciences and Engineering, Transportation Research Board) and titled NCHRP Project 25-27, Evaluation of the Use and Effectiveness of Wildlife Crossings. The authors consider landscape permeability the foundation for effective wildlife-road mitigation and the guiding principle for this work. The primary purpose was to develop, to the extent that data are available, and as part of a web-based wildlife and roads resource, clearly written decision guidelines for: 1) the selection, configuration, and location of crossing types; 2) the monitoring and evaluation of crossing effectiveness; and 3) for maintenance. The decision guidelines are based on the premise that understanding and establishing landscape permeability leads to effective landscape connectivity and the restoration of ecosystem integrity. At the same time, the guidelines must allow for efficient and cost-effective transportation infrastructure mitigation. In the decision guidelines, the authors describe seven steps that can be used to assist in effective wildlife mitigation, including: 1) consideration of the ecological and safety needs for mitigation early in the planning process, 2) decisions regarding the types of structures needed based on species-specific requirements, 3) the placement of those structures, 4) their configuration on the landscape, 5) information on monitoring and evaluating crossing effectiveness, and 6) the long term maintenance of those structures. The final step (7) is the compilation of end products that are summarized in a final plan for mitigation with references, diagrams, pictures, and website addresses for the user to take from the website and use for additional consultation. The decision guidelines will be based on available data. It is clear that continued research efforts will be needed to fully develop aspects of the decision tool. The guidelines can be accessed at the URL www.wildlifeandroads.org. They are based on relevant research and effective mitigation practices from around the world, including 7 studies the authors conducted expressly for this project. The website includes descriptions of several methodologies that can be used to identify wildlife-vehicle collision hotspots, as well as suggestions for effective mitigation measures. The site also provides the ability to search databases for pertinent information. For example, the site includes an interactive map of wildlife passages across North America where, for example, the user can search by state and species and return a listing of pertinent references, a list of available pdf reports and papers accessible from the site, a listing of the wildlife crossings in that state, a listing of pertinent URL addresses that have wildlife-road related data, and a list of images with descriptions that can be freely downloaded. Alternatively, the user can search the entire database for a specific type of crossing and return all data across North America about that subject. The web site and decision guidelines will be continually developed and become a resource that provide practical information to help practitioners develop appropriate mitigation that will provide for effective landscape permeability for wildlife and safer roads for people. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Context sensitive design KW - Cost effectiveness KW - Crashes KW - Decision making KW - Ecosystems KW - High risk locations KW - Highway safety KW - Landscape design KW - Monitoring KW - North America KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7b.pdf UR - https://trid.trb.org/view/1349865 ER - TY - CONF AN - 01562061 AU - Andrews, Kimberly M AU - North Carolina State University, Raleigh TI - Ecological Effects of Roads on Herpetofauna: Understanding Biology and Increasing Communication are Critical for Wildlife Conservation SN - 0977809420 PY - 2007 SP - pp 369-369 AB - Roads are the ultimate manifestation of urbanization, providing essential connectivity within and between rural and heavily populated areas. The ecological impacts roads have on herpetofauna across temporal and spatial scales are profound, beginning during the early stages of construction and progressing through to completion and daily use. Herpetofauna have the potential to be negatively influenced from roads as a consequence of urbanization, either directly from on-road mortality or indirectly as a result of a variety of ecological impacts and enabled human accessibility. The quantity and the potential severity of indirect impacts of roads and urban development on amphibians and reptiles far exceed those incurred from direct mortality of wildlife although the understanding of these indirect consequences is premature. As the amount of research on the impacts of roads on reptiles and amphibians increases, scientists find themselves at a stage where determining the appropriate management and conservation direction is critical. While many road impacts have long-term effects, researchers are hampered by the inevitable time constraints imposed by funding agencies and, in the instance of many reptiles, the human life span in relation to their study organism. These complications are subsequently confounded by the necessity to prioritize research. Having science-based conservation decisions answer all questions on all species in all locations over a variety of spatio-temporal scales would be ideal, but is not achievable. The difficulty of long-term complex studies can be mitigated by performing shorter-term or smaller studies that elucidate general trends while specifying areas of research prioritization. Further, an examination of basic biological parameters of organisms can direct areas of susceptibility to road effects that assist in prioritization of research topics and focal species. This synthesis is indicative of the research mileage that can be covered when using multiple studies to assess an ecological issue. Lastly, while some on-road mortality can be minimized in some instances for some species with road crossings, the mitigation of indirect effects such as pollution cannot be accomplished with these measures. In light of the many indirect effects that have been identified and the many more that remain to be documented, proactive transportation planning, public education, and communication among the professional sectors of society are the most effective way to minimize and mitigate road impacts and the only effective mechanism for avoidance of road impacts. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Communications KW - Conservation KW - Ecology KW - Environmental impacts KW - Habitat (Ecology) KW - Road kill KW - Roadside fauna KW - Transportation planning KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7a.pdf UR - https://trid.trb.org/view/1349740 ER - TY - CONF AN - 01562059 AU - Standage, Richard W AU - Gagen, Charles J AU - North Carolina State University, Raleigh TI - A Review of the Influences of Road Crossings on Warmwater Fishes in Ouachita Mountain Streams, Ouachita National Forest SN - 0977809420 PY - 2007 SP - pp 180-186 AB - Several studies have measured the influence of road crossings on fish movement and on fish communities within the Ouachita National Forest. In an initial study, passage of more than a hundred darters through a baffled pipe and over a grouted rip-rap ramp was documented over nine weeks. A broader study of fish movements associated with nine crossings ranging from natural-bottomed fords to piped crossings showed that natural ford and box culverts allowed unrestricted fish passage, but other designs were associated with reduced passage or none at all. Six piped crossings were examined in more detail including three that were modified in an attempt to improve fish passage. Fish were less likely to move across reaches with these low-water bridges compared to nearby natural reaches without low-water bridges. Average species richness was higher for fish communities downstream of the crossings compared to upstream (12.5 versus 6.3). Two rip-rapped low-water crossings were the only ones where upstream fish passage was detected. In a study of leopard darters, only one individual was detected moving downstream through a low-water crossing and none were found moving upstream. In an extensive study of twenty-one randomly selected low-water crossings, species richness was greater downstream versus upstream (9.4 versus 7.1, respectively). Total abundance (total number of all individuals of all species) was also significantly lower in the combined upstream reaches versus the combined downstream reaches. New box culvert installations indicated limited success in upstream passage, though detection of marked fish was quite low. Watershed-scale road and crossing densities were not significantly related to diversity and abundance of warmwater fishes or smallmouth bass density and biomass. Another study looking strictly at the effects of low-water crossings on stream geomorphology found stream widening upstream, stream incision downstream and changes in substrates when compared to a representative reach without a crossing. Work continues in designing, constructing and monitoring crossings that will pass fish U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Aquatic life KW - Box culverts KW - Bridges KW - Dams KW - Fishes KW - Ouachita National Forest KW - Substrates (Waterways) KW - Watersheds KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter4c.pdf UR - https://trid.trb.org/view/1349035 ER - TY - CONF AN - 01562055 AU - Trask, Melinda AU - North Carolina State University, Raleigh TI - Limitations to Wildlife Habitat Connectivity in Urban Areas SN - 0977809420 PY - 2007 SP - pp 367-367 AB - The Oregon Department of Transportation (ODOT) conducted an evaluation of existing wildlife habitat and movement corridors within southeast Portland, where a new section of highway (the Sunrise Corridor) is proposed. The purpose was to develop a comprehensive strategy to preserve and enhance connections for wildlife passage potentially impacted by the Sunrise Corridor project. The evaluation illustrates limitations to urban wildlife protection that are not typically considered. The proposed alignment and alternatives for Sunrise Corridor project are located in an area that is rapidly growing with urban development but still retains some relatively large natural habitat areas. According to local naturalists, wildlife use of both areas is still fairly high within the context of the urban surroundings. The author identified key wildlife movement corridors between the remaining large habitat patches as well as existing and potential barriers to wildlife passage. Larger mammals (e.g., coyote and deer) and migratory song birds were the focal species. The author found that approximately 50% of existing wildlife habitat and movement corridors is vulnerable to future planned and potential development as a result of current zoning and land use ordinances. Existing commercial and residential development already constricts the main wildlife corridor, and wildlife access between the remaining habitat patches in the area will be severed if further zoned development occurs. Comprehensive Plans for many urban areas have provisions for preservation of large tracts of open space, greenways, and parks, with an interest in maintaining habitat for birds and urban wildlife. However, few plans identify the need for connections between the habitat patches for wildlife movement, an important component of population fitness. Although ODOT’s proposed highway project is being designed to avoid blocking wildlife passage, wildlife movement corridors will continue to be threatened by urban development unless organizations or individuals outside of ODOT protect key parcels from future development. As the Sunrise Corridor wildlife evaluation demonstrates, if wildlife on the urban interface are to be protected, early identification and conservation of movement corridors are as essential as conservation of habitat patches. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Conservation KW - Environmental impacts KW - Greenways KW - Habitat (Ecology) KW - Land use planning KW - Oregon Department of Transportation KW - Portland (Oregon) KW - Urban development KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6d.pdf UR - https://trid.trb.org/view/1349738 ER - TY - CONF AN - 01562054 AU - Thom, R M AU - Southard, S L AU - Williams, G D AU - Toft, J D AU - May, C W AU - McMichael, G A AU - Vucelick, J A AU - Newell, J T AU - Southard, J A AU - North Carolina State University, Raleigh TI - Impacts of Ferry Terminals on Juvenile Salmon Movement along Puget Sound Shorelines SN - 0977809420 PY - 2007 SP - pp 41-41 AB - This study was sponsored by the Washington State Department of Transportation and conducted in cooperation with the U.S. Department of Transportation, Federal Highway Administration. This study used both standardized surveys and innovative fish tagging and tracking technologies to address whether Washington State Ferries (WSF) terminals alter the behavior of migrating juvenile salmon, and if so, which attributes mediate abundance patterns or behavioral changes. Results showed that juvenile salmon were observed most frequently adjacent to ferry terminals, but were also observed far from and underneath the terminals. In some situations, juvenile salmon aggregated near the edge of the ferry terminal over-water structures (OWS). Variations in habitat, as mediated by tidal stage (affecting current magnitude and direction, light under structures, water level) and time of day (light level, sun angle, cloud cover), likely affect salmonid movement. Juvenile chum were observed to remain on the light side of a relatively sharp light-dark “edge” over a short horizontal distance (e.g., five meters). These observations demonstrate that the shading caused by ferry terminals and other OWS characteristics can deter or delay juvenile salmonid movement, and that this effect may be decreased at low tides when ambient light can better filter beneath the terminal structure. Recommendations are made concerning the design and operation of WSF terminals with regard to minimizing the undesirable impacts of OWS on juvenile salmonid movement as well as additional research. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Coasts KW - Ferry terminals KW - Fishes KW - Habitat (Ecology) KW - Puget Sound KW - Salmon KW - Structures KW - Tides KW - Washington State Ferries UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter2.pdf UR - https://trid.trb.org/view/1348865 ER - TY - CONF AN - 01562052 AU - Caster, Jeff AU - McBurney, Willson AU - Farley, Patricia AU - Rodriguez, Rose AU - Green, Lane AU - McGorty, Kevin AU - North Carolina State University, Raleigh TI - Prescribed Fire is Cool on Florida Highway SN - 0977809420 PY - 2007 SP - pp 239-245 AB - Though unprecedented in the sunshine state, plans for a prescribed fire on US319/SR61, Kate Ireland Parkway in north Florida sparked enthusiasm and excitement among roadside managers. The recently expanded high speed corridor passes for ten miles through the Red Hills Region (www.ttrs.org/rhcp); a rural landscape that is host to America’s largest remnant of the great longleaf pine forest (www.longleafalliance.org). Prescribed fire is a necessary and popular landscape management tool used by generations of adjoining private land managers with responsibility for conserving this scenic, natural, and cultural resource. Using prescribed fire along this highway is safe and appropriate. It is authorized to maintain a commitment to visually and ecologically restore and reconnect the landscape that is bisected by the four lanes of pavement. Further, the high visibility of this location, provides a dramatic means to inform the public about the benefits of prescribed fire, and to demonstrate that motorists can travel safely in the presence of prescribed fire. Years before the burn, landscape architects, landscape contractors, landscape ecologists, engineers, foresters, firefighters and friends initiated their collaboration with the Florida Department of Transportation and Division of Forestry to prepare a landscape plan and management plan for the corridor. The plan complements the natural beauty and function of the adjoining plantations. Fortunately, Tall Timbers Research Station (www.ttrs.org) is only three miles from the parkway. At Tall Timbers, scientists study the ecology of fire and natural resource management. Without their expertise and leadership, the burn would not have been possible. Finally, after manually and mechanically managing fuels within the wide forested medians, and after planting fire adapted ground cover, understory, and canopy tree species, it was time for the first authorized prescribed burn on a Florida state highway. Weather permitting, the burn was scheduled in concert local news media, and with Florida’s annual Prescribed Fire Awareness Week. On schedule, March 7, 2005, from the peach state line, south for one and a half miles, a perfectly executed prescribed burn ignited a new era in Florida roadside management. (1) A traffic control plan similar to what is used during construction, proved safe and effective. Smoke was managed well, except in one instance for a short time near a drain. The Florida Highway Patrol acted quickly to redirect traffic to another lane. There were no accidents or injuries. (2) Eighty percent or more of the targeted median area burned, significantly reducing fuel load and potential for wildfire. (3) Ninety percent or more of the small hardwood sprouts were eliminated, leaving behind the vigorous longleaf pine saplings and clumps of wiregrass. (4) Longleaf saplings were generally scorched back close to the apical meristem, potentially acting as a control on pathogens on the old needles. (5) Cogongrass, Imperata cylindrical, and other invasive plant species known to be in the vicinity thrive after fire. The burn, however, increased their visibility, and provided easier access for treatment. (6) Hundreds of motorists enjoyed a safe driving experience with a close up view of the prescribed burn. Over the following weeks and months thousands enjoyed resprouting foliage and blooming wildflowers. Prescribed burning along the ten miles will continue in three phases, on a three year or shorter interval. In addition to being safe and cost effective, Florida’s roadside managers can now report that prescribed burning helps reduce the risk of wildfire, increases native species diversity, enriches habitat, and releases bountiful wildflowers. Though it may never become routine, where appropriate, and where resources and expertise are available, prescribed burning has proven to be safe and effective for roadside vegetation management. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Florida KW - Forest fires KW - Habitat (Ecology) KW - Highway corridors KW - Landscape maintenance KW - Roadside fauna KW - Roadside flora KW - Traffic control KW - Vegetation control KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter5b.pdf UR - https://trid.trb.org/view/1349053 ER - TY - CONF AN - 01562046 AU - Bielsa, Sabine AU - Pineau, Christophe AU - North Carolina State University, Raleigh TI - Inventory and Typology of Fauna Passages on French Transport Infrastructures SN - 0977809420 PY - 2007 SP - pp 401-408 AB - French transport infrastructures network increased significantly since 1980. The french roads network is one of the densest in the world, nearly 1 million kilometres long. Habitat fragmentation by transport infrastructure is recognised as one of the prime cause of eroding biodiversity in the industrialized countries. Providing links between habitats can directly reduce fragmentation. Thus, fauna passages need to be built to mitigate the increasing negative barrier effect of infrastructures on wildlife and maintain connectivity. In 2000, 400 crossing structures (fauna passages and others structures of permeability) were inventoried on French transport infrastructures. In 2006, more exhaustive surveys listed 399 structures only in Nord-Pas-de-Calais and Picardie regions, both described in the present paper. Therefore, a tool becomes necessary to evaluate the transparency for wildlife of the whole French transport infrastructures. The main objective of the study is to carry out a database to inventory the structures of transparency, define their effectiveness as fauna passage and share comparable information amongst transport stakeholders. This project responds to one of the actions of the linear transport action plan adopted by France in November 2005, planned within the framework of the preservation of biodiversity (French strategy adopted in 2004). The aim is the implementation of appropriate measures for preservation of biodiversity during construction, maintenance and exploitation phases. In this paper, the authors describe the first stage of work conducted to identify the number and type of fauna passages (viaduct, bridge, pipe conduit, mixed, specific, overpass, underpass, etc.) on the French transport network (roads, railways and waterways). First results concern a pilot area - Nord-Pas-de-Calais and Picardie regions - which presented the most exhaustive data. They show many difficulties related to data heterogeneity, to old and partial data, and to distinguish structures and integrate them in the typology. Moreover, this step had to be delayed because of the new management organization of the national road network (decentralization and reorganization of public authorities in charge). Once the geo-localised database will be achieved, the authors will try to implement a monitoring system on field to specify the effectiveness of different types of passages. In addition, comparison between crossing structures map, biological corridor maps at departmental and regional scale, and non-fragmented territory map (MEDD, 2007) will allow the authors to identify future fragmentation black spots. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Biodiversity KW - Databases KW - France KW - Habitat (Ecology) KW - High risk locations KW - Infrastructure KW - Monitoring KW - Roadside fauna KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7b.pdf UR - https://trid.trb.org/view/1349863 ER - TY - CONF AN - 01562038 AU - VanDeWalle, Terry J AU - Poole, Kelly E AU - Marler, Scott C AU - Chumbley, Craig A AU - North Carolina State University, Raleigh TI - Regulatory Compliance and Ecological Performance of Mitigation Wetlands in an Agricultural Landscape SN - 0977809420 PY - 2007 SP - pp 69-80 AB - The success of wetland mitigation projects nationwide is typically assessed by comparing the total number of wetland mitigation acres attained to the total number of mitigation acres required by Section 404 permits. In the absence of performance measurements on mitigation wetlands, the success of compensatory mitigation in replacing the ecological values of impacted wetlands is increasingly questioned by wetland scientists. This study focuses on evaluating regulatory compliance and ecological performance of mitigation wetlands in Iowa. Regulatory compliance was determined by comparing delineated wetland areas to permitted losses and by evaluating completeness of permit conditions at 24 randomly selected Iowa Department of Transportation wetland mitigation sites. In a separate study, intensive biological inventories were used to evaluate ecological performance at 12 mitigation and three reference wetlands. Species richness and abundance data were collected on algae, protozoa, aquatic invertebrates, butterflies, amphibians, reptiles, birds and mammals at each site. Species richness and diversity at mitigation sites and reference sites were compared to determine if mitigation wetlands are performing differently than reference wetlands in Iowa. The results are valuable for building and expanding the tools and knowledge necessary to effectively assess and manage the ecological performance of compensatory mitigation wetlands and improve the ecological effectiveness of wetland mitigation. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Compliance KW - Habitat (Ecology) KW - Iowa KW - Landscape architecture KW - Performance measurement KW - Regulations KW - Wetland conservation KW - Wetlands KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter3a.pdf UR - https://trid.trb.org/view/1349011 ER - TY - CONF AN - 01562031 AU - Girvetz, Evan H AU - Berry, Alison M AU - Thorne, James H AU - Jaeger, Jochen A G AU - North Carolina State University, Raleigh TI - Integrating Habitat Fragmentation Analysis into Transportation Planning Using the Effective Mesh Size Landscape Metric SN - 0977809420 PY - 2007 SP - pp 281-293 AB - Habitat fragmentation due to transport infrastructure and other human development poses a threat to many wildlife species. This threat may differ depending on the species and types of fragmenting elements. There is a need to quantify the level of habitat fragmentation and the impact of habitat fragmentation on different wildlife species for use in transportation planning. Such measures would be useful in assessing the cumulative impacts of multiple road projects on wildlife connectivity and habitat suitability, for long-range wildlife impact mitigation planning for transportation projects, and as an indicator for the environmental monitoring of habitat fragmentation due to roads. Effective mesh size (meff) is a biologically relevant landscape metric that quantifies the degree of landscape fragmentation. The definition of the effective mesh size is based on the probability that two randomly chosen points in a region will be located in the same non-fragmented area of land. The authors calculated effective mesh size to assess the level of landscape fragmentation in the State of California, USA, based on four fragmentation geometries defined by a combination of highways, minor roads, urbanized areas, agricultural areas, and natural fragmenting features (e.g., rivers, lakes, and alpine areas). The effective mesh size for these four fragmenting geometries were calculated for the entire State of California using eight sets of planning units: 1) transportation planning districts, 2) municipal county boundaries, and 3) six levels of watersheds. To demonstrate the methodology, the authors examined how effective mesh size may impact two species important to transportation planning in California: mule deer (Odocoileus hemionus) and mountain lion (Puma concolor). The calculated effective mesh sizes were compared with the home range sizes and daily movement distances of the selected focal species to determine the potential impacts of habitat fragmentation and to identify areas where transportation projects will potentially impact these focal species. Based on the results of this analysis, the authors suggest that integrating an effective mesh size-based tool into transportation planning frameworks would be valuable to improve identification of potential landscape level impacts early in the planning process. The calculation of effective mesh size will give transportation planners a way to analyze the cumulative impacts of roads in districts, counties, and watersheds and can be used as an environmental indicator for ecological assessment of transportation system impacts. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - California KW - Environmental impacts KW - Habitat (Ecology) KW - Landscape design KW - Transportation planning KW - Watersheds KW - Wildlife KW - Wire mesh UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6b.pdf UR - https://trid.trb.org/view/1349599 ER - TY - CONF AN - 01562023 AU - Pissot, Jim AU - North Carolina State University, Raleigh TI - Trains, Grains, and Grizzly Bears: Reducing Wildlife Mortality on Railway Tracks in Banff National Park SN - 0977809420 PY - 2007 SP - 64-67 AB - Between 2000 and 2007, the Canadian Pacific Railway (CPR) emerged as the leading human-related cause of grizzly bear mortality in Banff National Park. Seven grizzlies were struck by CPR trains, and none of the five cubs orphaned by these collisions survived within the park. Other wildlife also have been struck and killed. Spilled grain, track-side attractants, and preference of animals for open travel corridors are cited as contributing to these collisions. CPR’s rail lines bisect the Canadian Rockies and, along with other factors, inhibit wildlife movement and genetic connectivity. Ecologists and conservations seek to implement measures to ensure continued ecological connectivity across these man-made barriers. Railways have adopted various methods to reduce wildlife mortality, including more efficient sealing of grain cars, vacuum cars to recover spilled grain, and warnings that alert wildlife of approaching trains. Fencing and crossing structures, such as those assisting wildlife to cross highways, also are being considered. The authors discuss the causes of train-wildlife collisions, steps taken to reduce the number of collisions, and propose further opportunities to reduce the likelihood of collisions. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Banff National Park KW - Canadian Pacific Railway Company KW - Crashes KW - Habitat (Ecology) KW - Railroad tracks KW - Warning devices KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter2.pdf UR - https://trid.trb.org/view/1349010 ER - TY - CONF AN - 01562015 AU - Elmiger, Christof AU - Trocmé, Marguerite AU - North Carolina State University, Raleigh TI - Developing Fauna-Friendly Transport Structures: Analysis of the Impact of Specific Road Engineering Structures on Wildlife Mortality and Mobility SN - 0977809420 PY - 2007 SP - pp 212-219 AB - The barrier effect of roads is now well documented and solutions such as fauna passages are readily implemented (Trocmé et al. 2002). Less well known is the mortality caused by specific engineering structures used along roads, such as drainage systems. This research focuses on censusing wildlife hazards caused by such structures and developing solutions. Structures such as drainage systems, kerbs, gullies, culverts, noise barriers, lighting, retaining walls, were all examined. Small fauna specialists and maintenance teams were interviewed to gather information on known impacts as well as solutions found. Wildlife hazards were identified. Drainage systems with gullies often provoke high mortality for amphibians and other small fauna. Other structures such as retaining walls increase fragmentation by creating complete barriers. Designs more permeable to wildlife need to be enhanced. Certain solutions such as escape ramps from drainage systems have been tested on a local scale. After identifying the problematic structures an analysis of Swiss road standards was made underlining which ones needed to be completed or modified so as to limit the impact of transport structures on wildlife. Further studies will be necessary so as to develop standardised solutions taking into account wildlife, maintenance and safety issues. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Drainage structures KW - Lighting systems KW - Mobility KW - Noise barriers KW - Retaining walls KW - Road kill KW - Roadside fauna KW - Switzerland KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter5a.pdf UR - https://trid.trb.org/view/1349051 ER - TY - CONF AN - 01562009 AU - Watkins, Jen AU - Moskowitz, Dave AU - North Carolina State University, Raleigh TI - Citizen Monitoring Along Interstate 90 at Snoqualmie Pass SN - 0977809420 PY - 2007 SP - pp 505-510 AB - Interstate 90 over the Cascades is significant barrier to over 250 species of wildlife, including cougar, elk, deer, mustelids (otters, fishers, badgers, etc.), amphibians and reptiles. In the vicinity of Snoqualmie Pass, urban development to the west and agriculture and resort development on the east has shrunk the forest connecting north and south Cascades to less than 64.6 kilometers wide. The Washington State Department of Transportation (WSDOT) is proposing to expand a 24.15-kilometer stretch of Interstate 90 just east of Snoqualmie Pass through a particularly critical zone for north-south wildlife corridors. These corridors have been identified through numerous studies, and the state has made ecological connectivity a project goal, along with increasing capacity, straightening curves, and repaving. A preferred alternative design for this project was chosen in summer 2006 that includes numerous high quality crossing structures, and was endorsed by the I-90 Wildlife Bridges Coalition. The I-90 Wildlife Bridges Coalition is made up of over 40 local and national conservation organizations and has been working with WSDOT, other public officials, transportation interests, and the public to promote high quality wildlife crossing structures in this project while educating the public in the state about transportation and ecology issues. An additional role beyond advocacy and education that the coalition has engaged in during 2006 is citizen wildlife monitoring at the proposed crossing structure locations. Good data is available to inform where to build crossing structures. WSDOT and the US Forest Service collaborated on a study entitled I-90 Snoqualmie Pass Wildlife Habitat Linkage Assessment (Singleton and Lehmkuhl, 2000) that used tracking and and road-kill counts to map existing crossing activity. Additional relevant information comes from analysis leading to the Snoqualmie Pass Adaptive Management Area Plan and I-90 Land Exchange (US Forest Service, 1997 and 1999) and Washington State Dept. of Fish and Wildlife studies of cougar movements using radio collars. Recent land acquisitions and national forest management changes have dramatically improved the outlook for habitat quality near the project. In recent years, purchases, donations, and exchanges have brought more than 50,000 acres of land valued at $200 million into public ownership and protection. The Forest Service is committing to additional habitat restoration, such as road removal. In light of these changes to the landscape and the large investment of the crossing structures, the coalition is acting to contribute to the data collection of current and future wildlife usage of habitat in the project vicinity. The coalition has sponsored digital remote cameras that have been installed at proposed crossing structure locations to gather still photograph and video images of wildlife moving through the area. These cameras are maintained by coalition volunteer teams, and data is shared through the website. This winter the coalition has launched a partnership with the Wilderness Awareness School to begin snow tracking monitoring at selected proposed crossing structure locations to compliment the authors current remote camera program. Both of these programs have begun this year, and are intended for long term monitoring. The coalition has grown out of a history of grassroots activism and collaboration around the Central Cascades region. Citizen involvement has played a critical role in the management policies of this area. The I-90 project will be a greater success due to the high level of attention, input, and assistance received from the public. Public involvement peaked in the spring of 2005 with the release of the Draft Environmental Impact Statement bringing in thousands of public comments. Involvement continues throughout the state through efforts of education such as the annual Bridging Futures contest, advocacy, and monitoring by the coalition. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Data collection KW - Habitat (Ecology) KW - Monitoring KW - Public participation KW - Road kill KW - Washington (State) KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7d.pdf UR - https://trid.trb.org/view/1349877 ER - TY - CONF AN - 01562008 AU - Titus, Valorie R AU - Zimmerer, Ed AU - North Carolina State University, Raleigh TI - Road Effects on a Population of Copperhead Snakes in the Land Between the Lakes National Recreation Area, K.Y SN - 0977809420 PY - 2007 SP - pp 378-385 AB - With increasing human development encroaching on wild areas, an understanding of the interactions of wildlife in their natural surroundings is becoming imperative. Over the past few decades, a concern for the conservation of herpetofauna throughout the world has become prevalent. Lack of information on reptiles and amphibians have raised many questions on the effects of roads on their populations. In this study, snake movements on roads in a mostly natural area were examined. Individuals of the copperhead snake (Agkistrodon contortrix) were studied in the Land Between the Lakes National Recreation Area (LBL) in Kentucky. LBL is a 170,000-acre federally protected area between Kentucky Lake and Lake Barkley in Western Kentucky and Tennessee. On a typical night of road cruising, over 60 percent of the snakes captured are copperheads in this area. Over two hundred individual copperheads, both alive and dead, were observed during this study from April 2002 through October 2003. Males and females exhibited different frequencies of movements, while juveniles exhibited different frequencies of movements when compared to adults. Road-crossing sites were not random, showing a preference toward less maintained roads with a denser canopy cover. Slightly more snakes were found dead on the road (DOR) than alive on the road (AOR). Significantly higher percentages of DOR were also observed on the highly traveled road as compared to the less maintained roads. Thus, a concern arose with the high numbers of road mortality observed because even though the snakes preferred to cross in areas of low traffic and more cover, significantly higher mortality was seen on the high speed and high traffic road. With LBL being a fairly undisturbed area, this poses a concern for the survivability of the copperhead, along with other wildlife, in more densely populated areas. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Amphibians KW - Conservation KW - Habitat (Ecology) KW - Kentucky KW - Road kill KW - Roadside fauna KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7a.pdf UR - https://trid.trb.org/view/1349743 ER - TY - CONF AN - 01562006 AU - Maguire, Chris C AU - North Carolina State University, Raleigh TI - Oregon Strategies for Transportation Compliance with the Migratory Bird Treaty Act SN - 0977809420 PY - 2007 SP - pp 234-28 AB - The Migratory Bird Treaty Act (MBTA), a federal law enforced by the U.S. Fish and Wildlife Service (USFWS), has no provision for incidental (i.e., unintentional) take of migratory birds during transportation projects. Because more than 400 species of migratory birds live in Oregon and more than 300 of them nest in highway right-of-ways and on bridges, Oregon Department of Transportation (ODOT) is at risk of non-compliance with the MBTA as the agency carries out its mission ‘to provide a safe, efficient transportation system.’ Although the MBTA is one of the oldest laws in the nation to protect species and natural resources (enacted in 1918), state departments of transportation (DOTs) have not been provided with guidance at the federal level on how to resolve transportation conflicts with migratory birds when they arise. In the absence of take permits for unintentional harm to migratory birds, ODOT has implemented a multi-faceted migratory bird strategy that not only increases migratory bird protection during transportation projects, but also minimizes the risk of prosecution should an ODOT MBTA violation inadvertently occur. Initially, ODOT developed a MBTA Highway Division Directive. The purpose of the Directive is to provide agency personnel involved in project delivery, construction, and maintenance with guidelines and strategies to ensure that appropriate and reasonable measures are taken to prevent injury to and death of migratory birds. The Directive emphasizes that all employees must practice due diligence to safeguard migratory birds while they carry out ODOT’s transportation mission. Subsequently, ODOT signed inter-governmental agreements with USDA-APHIS-Wildlife Services (U.S. Department of Agriculture – Animal Plant Health Inspection Service). Wildlife Services is authorized by Congress to conduct animal control activities. When ODOT contracts with Wildlife Services for migratory bird management on projects, incidental take is covered under Wildlife Services’ take permits. Currently, ODOT is developing an Avian Protection Plan (APP), a voluntary agency-specific program of best management practices designed to protect and conserve migratory birds that is endorsed by USFWS. USFWS Enforcement has MBTA prosecutorial discretion, and an agency operating under an APP is allowed to fulfill its mission without the need for formal USFWS concurrence on every action that has potential to impact migratory birds. ODOT will implement its APP following development of an agency-wide bird mortality tracking system. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Birds KW - Compliance KW - Conservation KW - Environmental protection KW - Migratory Bird Treaty Act KW - Natural resources KW - Oregon KW - Transportation planning KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter1.pdf UR - https://trid.trb.org/view/1348854 ER - TY - CONF AN - 01562004 AU - Beardsley, Karen AU - Roth, Nathaniel E AU - McCoy, Michael C AU - North Carolina State University, Raleigh TI - Impacts of Different Growth Scenarios in the San Joaquin Valley of California SN - 0977809420 PY - 2007 SP - pp 360-366 AB - In the next 40 years, the eight counties of the San Joaquin Valley are projected to double in population from 3.3 million to more than 7 million (Great Valley Center 2006). The region faces many challenges with respect to its capacity to accommodate this dramatic increase in population while maintaining its environmental infrastructure and preserving its diminishing natural resources. In response to these growing pressures, Governor Schwarzenegger announced in June 2005 the formation of the California Partnership for the San Joaquin Valley (Partnership) to “...improve the economic well-being of the Valley and the quality of life of its residents” (Department of Business Housing and Transportation 2006a). This 26-member Partnership, led by the Secretary of the Business, Transportation and Housing Agency, is composed of eight state government members (primarily cabinet level appointees), eight local government members (primarily members of county boards of supervisor), eight private sector members (representing leadership in various business sectors), and two deputy chairs. The Partnership region includes San Joaquin, Stanislaus, Merced, Madera, Fresno, Tulare, Kings, and Kern Counties.The Information Center for the Environment (ICE) at the University of California (UC) Davis supported the Partnership by providing geographic information system (GIS) data and growth allocation build-out scenarios. Based on input from the Partnership and the Great Valley Center, ICE developed and produced seven urban growth scenarios for the region that project population to year 2050 using UPlan, a rule-based GIS urban growth model (Johnston et al. 2006). These scenarios were developed based on different goals (such as Compact—within current spheres of influence; Farmland Protection—prime farmland masked; Great Cities—create “mega-cities” in concentrated regions) and produced vastly different outcomes. This paper discusses the seven growth scenarios and the implications of mapped future urban growth in the San Joaquin under those scenarios on a collection of biologically significant factors. A team of federal, state, and non-government organization biological experts selected 14 key biological layers crucial for protecting high value open space in the San Joaquin Valley. ICE combined the modeled urban growth output for the seven growth scenarios with the 14 biologically significant GIS layers. The growth scenarios reflect seven different policy directions that the region’s leaders may choose when planning for growth in the upcoming several decades. Results showed that depending on the scenario chosen (and hence the policy emphasis), the magnitude of biological resources likely to be lost varies significantly. The scenario with the least overall ecological impact is the Compact Growth Scenario (Scenario 3), with Scenarios 6 (New Cities) and 7 (Great Cities) also fairly low in relative impact. Scenario 4 (Prime Farmland Protection) resulted in the largest decline in the acreage of the 14 key biological data layers we examined. Scenarios 5 (I-5 to Highway 99 Exclusion), 2 (East/West Road Improvement) and 1 (Status Quo) also showed relatively high negative impacts. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Ecology KW - Environmental impacts KW - Forecasting KW - Geographic information systems KW - Greenways KW - Natural resources KW - Population growth KW - San Joaquin Valley KW - Transportation planning KW - Transportation policy UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6d.pdf UR - https://trid.trb.org/view/1349737 ER - TY - CONF AN - 01562000 AU - Thorne, James H AU - Girvetz, Evan H AU - McMcoy, Mike C AU - North Carolina State University, Raleigh TI - A Multi-Scale and Context Sensitive State-Wide Environmental Mitigation Planning Tool for Transportation Projects in California SN - 0977809420 PY - 2007 SP - pp 88-99 AB - The University of California Information Center for the Environment (ICE) and the California Department of Transportation (Caltrans) are developing a geographic information system (GIS) based analytical framework to improve the effectiveness of biological mitigation throughout California. Goals include incorporating the best available sets of mapped natural resource data into the early project planning and preliminary environmental assessments for single and multiple projects. Incorporation of these data will facilitate early and more strategic identification of mitigation requirements and opportunities, for both single-project and regional mitigation efforts. The cost of delays and over-runs due to late and fragmented project-by-project environmental planning and mitigation in California is estimated at $75 million per year. Developing systematic GIS based decision-support tools to identify important species and habitats, both those impacted directly by Caltrans activities and those that might contribute to effective mitigation in the same locale or watershed will permit Caltrans, counties, and environmental regulators to incorporate the results of biological impact assessments earlier in the planning process, and identify opportunities mitigating the combined biological impacts of many projects in a given area. By building upon previous efforts and using tools known to be effective for integrated analyses, this project will help Caltrans improve planning results, decrease costs, improve project delivery schedules and provide greater environmental protection in the long-term. To accomplish these goals, GIS analysis and conservation planning principles are being applied to develop multi-scale long-range (10-year) mitigation need forecasts for each Caltrans district, county, and watershed in the State of California. These will be used to determine the cumulative mitigation needs for early biological mitigation planning of multiple projects in a given area. Available statewide biological data have been integrated into a database that can be queried by Caltrans district, county, or any of six levels of watershed classification. For a queried geographic area, the database returns the biological resources expected to exist in the area based on the available data, as well as the potential impacts to these resources from Caltrans projects that are currently funded to be constructed in the area over the next 10 years. The type of project programmed to occur was then used to estimate the impact zone of each project (e.g. road repaving, road widening, new road, etc.). Then, by querying the database for a given geographic region, the area, habitats and species potentially affected by cumulative biological impacts from all programmed highway projects in that region can be estimated. From this, estimates of area and types of lands that would need to be acquired for mitigation can be determined. This project provides a framework for analyzing and estimating biological mitigation needs that could be generalized for use in transportation planning in other geographic areas, as well as for other types of planning. The database schema developed here could easily be adapted to analyze the potential impacts and mitigation needs for urban growth planning efforts, and other development projects with biological impacts that require biological mitigation planning. Overall, by integrating available data into a useful database format, this project has developed a system for assessing long-term biological mitigation needs that will assist in the implementation of early biological mitigation planning U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - California KW - Conservation KW - Costs KW - Decision support systems KW - Delays KW - Environmental protection KW - Geographic information systems KW - Habitat (Ecology) KW - Long range planning KW - Natural resources KW - Watersheds UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter3b.pdf UR - https://trid.trb.org/view/1349014 ER - TY - CONF AN - 01561996 AU - Tinsley, M Jeannine AU - Simmons, Mark T AU - Windhager, Steve AU - North Carolina State University, Raleigh TI - The Establishment Success of Native Versus Non-Native Herbaceous Seed Mixes on a Revegetated Roadside in Central Texas SN - 0977809420 PY - 2007 SP - pp 220-228 AB - Revegetation is an essential component of roadside and building site construction and improvement. In the southern United States non-native grass species are frequently included in revegetation seed mixes used by highway authorities. Non-native species are frequently selected for aggressive growth characteristics, however these same traits also render them potentially invasive, and subsequently hazardous to, adjacent plant communities. Although the use of pure native seed mixes have been rejected in the past due to perceived inferior establishment characteristics, there have been few comparative quantitative field studies that justify this belief. The establishment characteristics of three seed mixes: one containing non-native species and two with native grass and forb species only, were compared in a randomized-block design along a Texas roadside following spring and summer sowing. After 60 days following the spring sowing, the two native-only seed mixes demonstrated 180% and 560% (F=10.18; P<0.0001) higher seed densities than the recommended native/non-native mix. The summer sowing results were similar with seedling densities 180% and 330% (F=9.20; P<0.01) greater than the standard non-native seeding. Although an aggressive colonizer from vegetative tissue such as stolons and rhizomes, the non-native Bermudagrass (Cynodon dactylon) has a lower than expected establishment rate thought to be due to high water demand during the first weeks following sowing. Given the invasive characteristics of this common component of many recommended revegetation seed mixes, these results call into question the widespread recommended use of Bermudagrass for such projects. These data indicate that examination of suites of early- and late-succesional native species can provide a highly effective mix for revegetation projects. Furthermore, this reduces the potential for negative ecological consequences and provides added benefits associated with wholly native plant communities. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Grasses KW - Native plants KW - Plant growth KW - Roadside flora KW - Seeding KW - Spring KW - Summer KW - Texas KW - Vegetation UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter5a.pdf UR - https://trid.trb.org/view/1349052 ER - TY - CONF AN - 01561991 AU - Buchanan, Ian D AU - North Carolina State University, Raleigh TI - Under the Boardwalk – Case History – St. John’s Sideroad at the McKenzie Wetland, Aurora, Ontario, Canada SN - 0977809420 PY - 2007 SP - pp 100-113 AB - St. John’s Sideroad, is a major east-west arterial under the jurisdiction of the Regional Municipality of York (York Region). It is located in the Town of Aurora, Ontario, Canada and lies within the watershed of the East Holland, Lake Simcoe basin. This unique project involved the widening and reconstruction of a two-kilometre section of St. John’s Sideroad between Yonge Street and Bayview Avenue. As a result of increased traffic volumes due to highly active residential development in the area, the existing two-lane rural road section could not meet the needs of the growing population. In response to the proposed development growth in the Town, the Class Environmental Assessment study undertaken for the project identified that additional roadway capacity was needed, and recommended that this section of roadway be widened to a four-lane urban cross-section. This project presented significant environmental challenges as St. John’s Sideroad runs through the McKenzie Wetland (also known as Aurora Wetland or McKenzie Marsh), an area designated as a Provincially Significant Wetland and an important environmental feature to the local community. The McKenzie Wetland is a permanent home to numerous fish and wildlife species. Recognizing a significant opportunity to both protect and enhance the wetland and its functions along with the roadway, York Region implemented a number of key design elements to limit intrusion in the marsh and restore many of the impaired functions of the wetland. While achieving the transportation objectives, project design emphasized improvements to: (1) Wetland area, function and attributes; (2) Fish and wildlife habitat and function; (3) Water quality and circulation. Other technical innovations associated with the project included: (1) Timber boardwalks, viewing areas, education and interpretive signage; (2) Unique streetscaping elements including landscaping and decorative lighting; (3) Bike paths throughout the length of the project, which linked the Town’s existing bicycle trail network to the McKenzie Wetland and its boardwalk; (4) Widening the roadway to a fully illuminated four lane urban cross-section with curb and gutter, storm sewers, sidewalks on both sides and traffic signals at major intersections. (5) Railway safety improvements that included profile revisions and new gates and signals at an existing at-grade commuter railway crossing; (6) Extension of the East Holland River Culvert, a triple-cell culvert, with construction being staged to maintain stream flows without using dam-and-pump or flow bypass methods; (7) Tunnel construction of the East Holland Sanitary Trunk Sewer using a tunnel boring machine with a connection to the Aurora Pumping Station. This $20 million project presented several challenges that in turn provided opportunities to develop unique design approaches. This project complimented the surroundings by being sensitive to both the natural environment, while enhancing the communities enjoyment of the area. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Highway capacity KW - Landscaping KW - Ontario (Province) KW - Streamflow KW - Streetscape KW - Water quality KW - Watersheds KW - Wetlands UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter3b.pdf UR - https://trid.trb.org/view/1349016 ER - TY - CONF AN - 01561985 AU - Chadwick, David AU - North Carolina State University, Raleigh TI - State Wildlife Action Plans: A Resource for State Wildlife Agencies and State Transportation Agencies to Work Together to Prevent Wildlife From Becoming Endangered SN - 0977809420 PY - 2007 SP - pp 343-346 AB - As a requirement of the federal Wildlife Conservation and Restoration Program and State Wildlife Grants program, each state fish and wildlife agency has developed a wildlife action plan, known technically as a “comprehensive wildlife conservation strategy.” The wildlife action plans identify the actions that are needed to prevent wildlife from becoming endangered in each state, including habitat conservation, management, restoration, and research and monitoring. Every state has completed an action plan, presenting an historic opportunity to improve the conservation of at-risk wildlife across the nation. Since the wildlife action plans draw together the best scientific data, input from a broad array of experts and stakeholders, and recommendations from prior planning efforts, they present the most comprehensive assessment of what needs to be done in each state to conserve declining and imperiled wildlife. The wildlife action plans complement existing fish and wildlife management activities focused on recreationally harvested game and sportfish species. Because the action plans are focused on preventing wildlife from becoming endangered, they can be a powerful platform for a range of collaborative, preventive conservation planning and restoration activities. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Conservation KW - Cooperation KW - Endangered species KW - Environmental impacts KW - Habitat (Ecology) KW - State departments of transportation KW - Transportation planning KW - Wildlife UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter6c.pdf UR - https://trid.trb.org/view/1349692 ER - TY - CONF AN - 01561980 AU - Schlierf, Roland AU - Hight, Ron AU - Payne, Stephen AU - Shaffer, John AU - Missimer, Brad AU - Willis, Christopher (Glenn) AU - North Carolina State University, Raleigh TI - Kennedy Space Center (KSC) Launch Pad Avian Abatement Efforts Including Related KSC Road Kill Reduction Effort SN - 0977809420 PY - 2007 SP - pp 42-55 AB - While birds might seem harmless, there’s a good reason for the concern. During the July 2005 launch of Discovery on mission STS-114, a vulture soaring around the launch pad impacted the shuttle’s external tank just after liftoff. With a vulture’s average weight ranging from 3 to 5 pounds, a strike at a critical point on the Shuttle -- like the nose or wing leading thermal protection panels -- could cause catastrophic damage to the vehicle. The foam chunk that fatefully struck Columbia’s wing in 2003 weighed only 1.7 pounds. (Cheryl L. Mansfield “Bye Bye Birdies” 2006) To address this issue, National Aeronautics and Space Administration (NASA) formed an “Avian Abatement Team”. The team goal is to have safer Shuttle missions by reducing the vulture population at Kennedy Space Space Center (KSC) near the pad area thereby reducing the probability of another vulture strike during a Shuttle launch. (Linda Herridge “It’s a Jungle Out There” 2006, Photo Courtesy of NASA) One key strategy is to monitor and understand bird activity at KSC. Existing KSC bird monitoring programs were studied and enhanced by adding biologist bird observations near the launch pads. New radar and video imaging systems were added to electronically monitor and track birds at the pads. These new systems now help the KSC Shuttle launch director determine if it is safe to launch based on bird count and location. Another key strategy is to reduce the bird population at the launch pads. New sound deterrent systems were evaluated and tested for potential installation at the pads to scare large flying birds away from the pads just before launch. Since it was a vulture that the shuttle struck back in 2005 and since the KSC vulture population is unusually high, a special emphasis was placed on reducing the KSC vulture population. A vulture trap and release program was tested, but results were inconclusive. Vulture experts considered this trapping to be potentially detrimental because the related baiting could attract even more vultures to KSC. NASA abandoned this part of the vulture reduction effort. Other efforts like the use of effigies and chemical repellants also failed. The team consulted with experts at Walt Disney World and the Avon Park Air Force Range, and focused on why the vulture population was so high at KSC in the first place. The answer appears to be an excess road kill food supply. KSC is overlaid with 140,000 acres of the Merritt Island National Wildlife Refuge. This is a good arrangement because both organizations need a lot of remote land. However, this land overlay has significantly contributed to refuge loss of wildlife. Vehicle collisions are the number one killer of Florida’s wildlife and over 12,000 KSC employees must drive through the wildlife refuge to get to work. In the summer of 2006, KSC found that this generates an incredible amount of road kill and excess vulture food supply averaging over 100 dead animals at over 1000 pounds every month. KSC began an effort to prevent and quickly remove road kill. Through attrition, KSC plans to bring their vulture population back to normal levels. KSC began educating their workforce about this problem via e-mails, bulletins, posters, stickers, call-in badge cards, educational/entertaining videos, meetings, road signs, educational outreaches, and a central web site ( http://environmental.ksc.nasa.gov/projects/roadkill.htm). The workforce appears to be responding strongly because KSC road kill numbers declined sharply in July, but other unknown environmental factors may be contributing. The workforce is also calling in road kill for rapid pickup. For the remainder of the Shuttle Program, a KSC contractor picks up road kill within 2 hours of each call-in during first shift five days a week. The contractor also patrols the roads and picks up road kill for 2 hours every morning independent of call-ins. The contractor marks each road kill with global positioning system (GPS) for future analysis and potential roadway wildlife mitigations like dry culverts, wildlife over passes, fencing, or wildlife crossing sign positioning. Wildlife crossing signs have already been specially designed and in April 2007 were strategically placed based on KSC road kill “hot spot” GPS data. Road kill is something that the Refuge has wanted to reduce for over 40 years. NASA is now clearly on board to help achieve that goal, but NASA ultimately cares about avoiding future Shuttle bird strikes. It will be hard to measure vulture reduction at KSC and overall bird reduction at the pads. However, we have very positive early anecdotal results. Some employees have reported seeing fewer vultures at KSC and seeing more vultures in their neighborhoods. Employees that clean bird mess off the launch pads report it takes them 75% less time to clean the mess, indicating there are likely fewer birds at the pads. The Shuttle has not hit any birds during subsequent launches. The avian abatement team effort appears to be making some long lasting differences toward both Merritt Island National Wildlife Refuge mission success and NASA mission success, but only time will tell. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Bird strikes KW - Crashes KW - Florida KW - Global Positioning System KW - John F. Kennedy Space Center KW - Road kill KW - Space shuttles KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter2.pdf UR - https://trid.trb.org/view/1348916 ER - TY - CONF AN - 01560213 AU - North Carolina State University, Raleigh TI - Proceedings of the 2007 International Conference on Ecology and Transportation (ICOET 2007) SN - 0977809420 PY - 2007 SP - 674p AB - The mission of the International Conference on Ecology and Transportation (ICOET) is to identify and share quality research applications and best management practices that address wildlife, habitat, and ecosystem issues related to the delivery of surface transportation systems. ICOET is the primary forum for an international gathering of the foremost experts in the field of transportation development, related scientific study, and administrative processes that can enhance both the project development process and the ecological sustainability of transportation systems.The theme of the 2007 conference was "Bridging the Gaps, Naturally." The proceedings are organized into seven chapters. The topics of the chapters are: Chapter 1: Coordination, Stewardship and Regulatory Compliance; Chapter 2: Ecological Impacts of Other Modes; Chapter 3: Ecological Mitigation Approaches and Performance; Chapter 4: Fisheries, Aquatic Ecosystems and Water Quality; Chapter 5: Roadside Management and Transportation Operations; Chapter 6: Transportation and Conservation Planning; and Chapter 7: Wildlife and Terrestrial Ecosystems. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Biodiversity KW - Bridges KW - Crashes KW - Ecology KW - Ecosystems KW - Environmental protection KW - Habitat (Ecology) KW - Highway safety KW - Road kill KW - Roadside fauna KW - Sustainable development KW - Sustainable transportation KW - Transportation planning KW - Wetlands KW - Wildlife KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/2007ICOETProceedings-complete.pdf UR - https://trid.trb.org/view/1348810 ER - TY - RPRT AN - 01531737 AU - University of Wisconsin, Madison AU - University of New Hampshire, Durham AU - Federal Highway Administration TI - Determination of Moisture Damage (Stripping) Potential of HMA With Recycled Materials Using Accelerated Loading Equipment PY - 2007///Final Report SP - 6p AB - This project involved testing of various hot mix asphalt (HMA) mixes with an accelerated loading device, the third-scale Model Mobile Load Simulator (MMLS3). The MMLS3 was used for testing control samples containing all virgin materials as well as samples containing recycled asphalt pavement (RAP). The samples were tested in the dry and wet conditions and the rut depths were measured at increasing load cycles. The rut depths were then analyzed to evaluate the rutting resistance of samples containing RAP. The RAP mixes did not demonstrate rutting that was significantly different from the control mixes. KW - Accelerated tests KW - Dry conditions KW - Hot mix asphalt KW - Laboratory tests KW - Model mobile load simulators KW - Recycled materials KW - Rutting KW - Stripping (Pavements) KW - Wet conditions UR - http://rmrc.wisc.edu/wp-content/uploads/2012/10/P41Final.pdf UR - https://trid.trb.org/view/1316337 ER - TY - RPRT AN - 01531736 AU - Gardner, Kevin AU - Greenwood, Scott AU - University of Wisconsin, Madison AU - University of New Hampshire, Durham AU - Federal Highway Administration TI - Sustainable Highways Through The Use of Carbon Sequestering Construction Materials PY - 2007///Final Report SP - 43p AB - Exploratory research at the University of New Hampshire has demonstrated that spontaneous reactions between carbon dioxide and recycled concrete have a significant potential to permanently sequester carbon dioxide from the atmosphere. This characteristic in addition to the large quantity of concrete in construction and demolition waste streams add an additional beneficial value to utilizing recycled concrete as an aggregate in highway construction. The goal of this research is to observe the carbonation trends of recycled concrete in pilot scale berm applications under various aeration methods. Additional monitoring equipment was also placed within the piles to observe other controlling parameters which may control the rate of carbonation. Several trends were observed during the analysis of this research which coincide with previous research performed on alkaline materials by the University of New Hampshire. Notable observations include: 1) The diffusion tube used to increase the material/atmospheric interface of the passive aeration system in Pile B did not appear to have any beneficial carbonation impact compared with a passive aeration system without the diffusion tube (Pile A); 2) Active aeration increased the carbon dioxide concentrations within sections of that pile to near atmospheric concentrations but other locations within the same pile, however, had much lower concentrations; 3) Higher percentages of calcium were carbonated in locations which experienced higher carbon dioxide concentrations during the period of this study; and 4) Calcium below the surface of the aggregate experienced less carbonation than observed on the aggregate surfaces. KW - Carbon dioxide KW - Carbonation KW - Concrete aggregates KW - Recycled materials KW - Road construction KW - Sustainable development UR - http://rmrc.wisc.edu/wp-content/uploads/2012/10/Proj35FinalRpt.pdf UR - https://trid.trb.org/view/1316335 ER - TY - RPRT AN - 01516522 AU - Volpe National Transportation Systems Center AU - Federal Highway Administration AU - Federal Highway Administration TI - Visualization Case Studies : A Summary of Three Transportation Applications of Visualization PY - 2007 SP - 25p AB - Visualization is a vehicle for collaboration with the public, resource and regulatory agencies, and stakeholders. There have been many recent, successful examples of visualization used to improve the transportation project development process, including enhancing communication among these groups. As a first step toward learning and disseminating some experiences and lessons learned in developing visualization tools, Volpe National Transportation Systems Center (Volpe Center), in coordination with the Federal Highway Administration’s (FWHA) Office of Project Development and Environmental Review and FHWA’s Office of Interstate and Border Planning, developed the three case studies presented here. The case studies are based on a series of interviews with a wide range of people including staff from FHWA Division Offices, state Departments of Transportation (DOT), State Historic Preservation Offices (SHPO), resource agencies, local governments, consultants, and other stakeholders, such as environmental organizations and chambers of commerce. Case study one investigates Arizona Department of Transportation's (DOT’s) use of visualization during formal public information meetings for proposed enhancements to the I-10 corridor. The second case study summarizes visualization’s role in helping Ohio DOT quantify the visual impacts of a proposed transportation project. The final case study describes Wyoming DOT’s effort to better communicate project alternatives to resource agencies and analyze resource impacts through the use of visualization. KW - Arizona KW - Case studies KW - Communication KW - Computer animation KW - Information dissemination KW - Interviewing KW - Ohio KW - Project management KW - State departments of transportation KW - Visual aids KW - Visualization KW - Wyoming UR - http://ntl.bts.gov/lib/48000/48900/48965/visual.pdf UR - https://trid.trb.org/view/1290303 ER - TY - ABST AN - 01462822 TI - Corrosion Resistant Steel for Highway Bridges AB - The objective of the subject program is to develop a new "improved" steel composition with weathering characteristics significantly superior to any of the steels listed in ASTM 709, "Standard Specification for Structural Steel for Bridges", such that its life cycle will be at least two times longer than any ASTM 709 steel in a highway bridge subjected to extensive use of salt as a deicing agent. The "improved" steel shall (1) be readily producible by American steel companies on existing facilities, (2) meet the design specifications of the American Association of State Highway and Transportation Officials (AASHTO)and have mechanical properites similar to "today's steel grades", (3) have a high level of weldability when joined by processess such as SAW, SMAW, FCAW, and GMAW, and (4) have a cost similar to the corresponding A709 steels unless the steel has a "higher strength that reduces the steel required for a given application" and provides "improved corrosion resistance in mild chloride environments and life cycle cost"; and thereby justifies a "first cost premium". KW - Bridges KW - Corrosion KW - Corrosion resistance KW - Corrosion resistant materials KW - Corrosion resistant steel KW - Highway bridges KW - Research projects UR - https://trid.trb.org/view/1231045 ER - TY - ABST AN - 01462777 TI - Flexural Fatigue Performance of an Ultra-High Performance Concrete AB - Recent advances in concrete materials have led to a new generation of cementitious materials, namely ultra-high performance concrete (UHPC). This concrete possesses advanced properties in terms of compressive behavior, durability, and tensile load carrying capacity. UHPC attains these behaviors via an optimized gradation of cementitious materials, chemical admixtures, and steel fiber reinforcement. The current project aims to investigate the tensile fatigue behavior of this type of concrete through the flexural testing of 18 medium scale prestressed rectangular beams. In this test program, the cyclic load levels will focus on the cracking strength of the UHPC so as to allow for the determination of the steel fiber reinforcement behaviors under fatigue loading. KW - Compressive strength KW - Failure KW - Flexural fatigue KW - Flexural strength KW - High performance concrete KW - Load carrying capacity KW - Research projects KW - Tensile strength KW - Ultra high performance concrete UR - https://trid.trb.org/view/1231000 ER - TY - ABST AN - 01462775 TI - Flexural Behavior of Minimally Reinforced Ultra-High Performance Concrete AB - Recent advances in concrete materials have led to a new generation of cementitious materials, namely ultra-high performance concrete (UHPC). This concrete possesses advanced properties in terms of compressive behavior, durability, and tensile load carrying capacity. UHPC attains these behaviors via an optimized gradation of cementitious materials, chemical admixtures, and steel fiber reinforcement. The current project investigates the flexural behavior of UHPC through the flexural testing of 16 medium scale mild steel reinforced rectangular beams. Ignoring the tensile capacity provided by the internal steel fiber reinforcement, the beams were designed to have similar cracking moment and ultimate flexural capacities. The test program will investigate five different reinforcement ratios and three different steel fiber reinforcement concentrations. KW - Cracking KW - Flexural strength KW - High performance concrete KW - Load carrying capacity KW - Reinforcement (Engineering) KW - Research projects KW - Steel fibers KW - Tensile strength KW - Ultra high performance concrete UR - https://trid.trb.org/view/1230998 ER - TY - ABST AN - 01462774 TI - Ultrasonic Testing to Capture the Early Age Setting Behaviors of Ultra-High Performance Concrete AB - Recent advances in concrete materials have led to a new generation of cementitious materials, namely ultra-high performance concrete (UHPC). This concrete possesses advanced properties in terms of compressive behavior, durability, and tensile load carrying capacity. UHPC attains these behaviors via an optimized gradation of cementitious materials, chemical admixtures, and steel fiber reinforcement. Advanced cementitous materials of this type tend to exhibit above average total shrinkage values as well as higher than average shrinkage rates during initial cure. These shrinkage behaviors can be problematic during initial curing in cases where the fabricated concrete member is geometrically restrained. Previous studies have demonstrated that the speed of sound in concrete is related to the concrete's modulus of elasticity. This study focuses on using ultrasonic methods to capture the properties of sound waves transmitted through the UHPC during the first 48 hours after casting. The goal of the study is to develop a non-destructive evaluation technique that can be used by a precaster to determine the release time for restraining formwork. KW - Early age (Concrete) KW - High performance concrete KW - Nondestructive tests KW - Reinforcement (Engineering) KW - Research projects KW - Shrinkage KW - Steel fibers KW - Ultra high performance concrete KW - Ultrasonics UR - https://trid.trb.org/view/1230997 ER - TY - ABST AN - 01462773 TI - Development of an Ultra-High Performance Concrete Precast Deck Slab AB - Ultra-high performance concrete (UHPC) is in a relatively new class of cementitious materials. These concretes demonstrate good durability properties, high compressive strength, and usable tensile resistance. The high compressive and useable tensile resistance can lead to smaller and more efficient precast cross sections. Smaller precast cross sections result in lower member self-weights, which in turn can allow for easier transportation, longer span or shallower depth superstructures, and reduced foundation requirements. The durability properties of UHPC specifically lend themselves toward use in the most environmentally stressed portions of our nation's bridge inventory, namely the decks. The advanced properties of UHPC allow for the development of new structural systems. This research project focuses on the development of a precast full-depth bridge deck component that can be used both in new construction as well as in the redecking of existing bridges. A two-way ribbed slab system shows promise when combined with the properties of UHPC. As compared to standard cast-in-place concrete bridge decks, this system can be lighter in weight, develop composite action from built-in pockets, utilize the durability properties of UHPC while decreasing the volume of required material, and efficiently use the UHPC tensile and compressive resistances. KW - Bridge decks KW - Cast in place concrete KW - Compressive strength KW - High performance concrete KW - Research projects KW - Slabs KW - Tensile strength KW - Ultra high performance concrete UR - https://trid.trb.org/view/1230996 ER - TY - ABST AN - 01462479 TI - Improved Corrosion Resistant Steel for Highway Bridges Construction AB - The objective of this research study is to produce improved Corrosion Resistant Steel for Highway Bridge Construction. There is a need to develop an economical steel grade that is suitable for use in highway bridge service that does not require a supplemental protective coating. This laboratory research project will produce candidate steels, identify necessary heat treatment parameters, and measure corrosion and mechanical properties relevant to bridge applications. KW - Bridges KW - Corrosion KW - Corrosion resistance KW - Corrosion resistant materials KW - Corrosion resistant steel KW - Highway bridges KW - Research projects UR - https://trid.trb.org/view/1230700 ER - TY - ABST AN - 01462230 TI - Pedestrian Stereo Imaging Sensor AB - This project will investigate the uses of stereo imaging to detect and trace pedestrians near intersections. KW - Audible warning devices in vehicles KW - Pedestrian flow KW - Pedestrian movement KW - Pedestrian-vehicle crashes KW - Research projects KW - Warning devices UR - https://trid.trb.org/view/1230451 ER - TY - ABST AN - 01462229 TI - Integration of DYNASMART-X, CLAIRE, and RHODES® for Real-Time Traffic Management--Field Test in Houston, TX AB - This project will integrate DYNASMART-X, one of the two prototypes for the real-time TrEPS developed under the DTA research project, to provide traffic estimation and predictive information based on real-time traffic data and help traffic engineers at TMCs implement proactive traffic management strategies on freeways in real time. KW - Claire (Expert system) KW - Dynamic traffic assignment KW - DYNASMART-X (Computer program) KW - Freeway operations KW - Houston (Texas) KW - Integrated systems KW - Real time control KW - Real time information KW - Research projects KW - RHODES (Computer program) KW - Software KW - Traffic control centers UR - https://trid.trb.org/view/1230450 ER - TY - ABST AN - 01460575 TI - Long Term Pavement Performance - TRB Committee AB - The LTPP studies initially were a part of the Strategic Highway Research Program (SHRP) and have been managed by the FHWA since 1992. Throughout its existence, SHRP was guided by a tripartite arrangement among the FHWA, AASHTO, and the National Research Council (NRC). By mutual agreement of the three parties, and through a contractual arrangement with the FHWA, the NRC continues to provide advice and assistance on the conduct of the LTPP studies through the work of its TRB LTPP Committee. KW - Committees KW - Pavement maintenance KW - Pavement performance KW - Pavements KW - Research projects KW - Transportation Research Board UR - https://trid.trb.org/view/1228792 ER - TY - ABST AN - 01460100 TI - Shear Behavior of Lightweight High-Performance Concrete AB - This FHWA research program focuses on LWHPC in the gap of equilibrium densities ranging from conventional lightweight to normal weight concrete. The shear behavior portion of the investigation involves testing 15 AASHTO girders composed of LWHPC produced using aggregates representative of those available in North America. The result of the study will be to recommend changes to the AASHTO LRFD Bridge Design Specification relevant to LWHPC. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Girder bridges KW - High performance concrete KW - Lightweight concrete KW - Research projects KW - Shear behavior KW - Shear strength UR - https://trid.trb.org/view/1228316 ER - TY - ABST AN - 01460095 TI - Transfer and Development Length Behavior of Lightweight High-Performance Concrete AB - This Federal Highway Administration (FHWA) research program focuses on Lightweight High Performance Concrete (LWHPC) in the gap of equilibrium densities ranging from conventional lightweight to normal weight concrete. The transfer and development length behavior portion of the investigation involves testing 12 American Association of State Highway and Transportation Officials (AASHTO) girders composed of LWHPC produced using aggregates representative of those available in North America. The result of the study will be to recommend changes to the AASHTO LRFD Bridge Design Specification relevant to LWHPC. KW - AASHTO LRFD Bridge Design Specifications KW - Behavior KW - Bridge design KW - Concrete KW - Density KW - Girder bridges KW - High performance concrete KW - Lightweight concrete KW - Lightweight materials KW - Research projects UR - https://trid.trb.org/view/1228311 ER - TY - ABST AN - 01460094 TI - Splice Length Behavior of Lightweight High-Performance Concrete AB - This Federal Highway Administration (FHWA) research program focuses on Lightweight High Performance Concrete (LWHPC) in the gap of equilibrium densities ranging from conventional lightweight to normal weight concrete. The splice length behavior portion of the investigation involves testing 40 medium scale mild steel reinforced beams composed of LWHPC produced using aggregates representative of those available in North America. The result of the study will be to recommend changes to the American Association of State Highway and Transportation Officials (AASHTO) LRFD Bridge Design Specification relevant to LWHPC. KW - AASHTO LRFD Bridge Design Specifications KW - Beams KW - Bridge design KW - Density KW - High performance concrete KW - Lightweight concrete KW - Lightweight materials KW - Reinforcement (Engineering) KW - Research projects UR - https://trid.trb.org/view/1228310 ER - TY - ABST AN - 01460093 TI - Development of a Combined Structural and Environmental Loading Facility for the Determination of the Long-Term Performance of Bridge Decks AB - The deterioration of bridge decks is of significant concern to DOTs around the country. Many factors, both structural and environmental, play a role in this deterioration. Studies have been completed that focus on monitoring the in-service behavior of concrete bridge decks, but this type of research is limited in its ability to control the loads applied to the structure. This research program is focused on constructing a controlled facility wherein full-scale truck loadings and full-range environmental loadings can be simultaneously and continuously applied to bridge decks. Through this facility, researchers will be able quantify the variables that have the greatest impact on the service life of the bridge. KW - Bridge decks KW - Concrete bridges KW - Deterioration KW - Loading facilities KW - Research projects KW - Service life KW - Structural analysis KW - Truck loads UR - https://trid.trb.org/view/1228309 ER - TY - RPRT AN - 01421292 AU - Federal Highway Administration TI - Background for Pavement Warranties: "What are they and why should they be used" PY - 2007///Draft SP - 12p AB - In the past fifteen years the use of pavement warranties has gained more interest in the United States, due in part to the reported European success of warranties in improving the quality of highways. Warranties have been successfully used in the highway industry to protect investments from early failure. The use of warranties in the U.S. is being driven by a variety of factors including the desire for improved pavement performance and internal pressures to reduce field staffing assigned to oversee the construction program. In the U.S., warranty specifications have been part of a developing process for many years. It is intended that this paper will provide agencies the information to gain an understanding of pavement warranties and provide insight on why they are used. KW - Definitions KW - History KW - Needs assessment KW - Pavement performance KW - Pavements KW - Paving KW - Quality assurance KW - Warranty UR - http://www.fhwa.dot.gov/pavement/warranty/backgrnd.cfm UR - https://trid.trb.org/view/1151387 ER - TY - CONF AN - 01384913 AU - van der Ree, R AU - Gulle, N AU - Holland, K AU - North Carolina State University, Raleigh TI - Overcoming the barrier effect of roads: how effective are mitigation strategies? An international review of the use and effectiveness of underpasses and overpasses designed to increase the permeability of roads for wildlife SN - 0977809420 PY - 2007 SP - 423-31 AB - In this paper the use and effectiveness of wildlife crossing structures (e.g. tunnels, culverts, overpasses) is evaluated by reviewing studies published in the refereed scientific literature, conference proceedings and consultant reports. We evaluated the scientific rigour and methodology of studies, the extent to which studies demonstrated an increase in permeability, the detail included in the reporting and the extent to which population, community and ecosystem effects were shown. One hundred and twenty three studies were reviewed and all except two found an effect at the level of the individual animal. The level of scientific rigour, amount of replication and description of adjacent habitat and animal populations varied considerably among studies, in many cases limiting the level of inference that could be made. In the context of evaluation, we propose that a clear distinction be made between "use" and "effectiveness" of a wildlife crossing structure. The long-term success of mitigation will ultimately depend on their effectiveness - i.e. to what extent have they mitigated the barrier effect of roads and has this prevented the local extinction of populations due to road effects? The next phase of research must focus more explicitly on quantifying their effectiveness, relative to location- and species-specific goals. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Animal crossing KW - Bridge KW - Bridges KW - Culvert KW - Culverts KW - Environment KW - Environment KW - Planning and Environment KW - Roadside KW - Roadside KW - Systematic review KW - Tunnel KW - Tunnels KW - Wildlife crossings UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter7b.pdf UR - https://trid.trb.org/view/1152672 ER - TY - CONF AN - 01384912 AU - Forman, R T AU - McDonald, R I AU - North Carolina State University, Raleigh TI - A massive increase in roadside woody vegetation: goals, pros and cons SN - 0977809420 PY - 2007 SP - 229-38 AB - The objective of this paper is to identify the goals of greatly increasing woody vegetation, consider the pros and cons, and identify the especially desirable and undesirable locations for it. Today, frequent costly roadside mowing favors many non-native species including invasives. Rare species also live on roadsides, including nearly a quarter of the United States federally listed threatened-and-endangered plant species with at least one roadside population. The prime goals of greatly increasing woody roadside vegetation are to: (1) increase wildlife habitat, biodiversity, and landscape connectivity; (2) increase highway safety and driver experience; and (3) decrease pollutant and peak-water-flow inputs to nearby water-bodies. We conclude that a massive increase in woody roadside vegetation offers numerous transportation, environmental, and societal benefits with minor disadvantages. Evaluation by a blue-ribbon panel of diverse experts and widespread pilot projects with research and monitoring are valuable next steps. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Australia KW - Biodiversity KW - Biodiversity KW - Environment KW - Environment KW - Highway safety KW - Planning and Environment KW - Road safety KW - Roadside KW - Roadside KW - Usa KW - Vegetation KW - Vegetation KW - Water pollution KW - Water pollution UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter5b.pdf UR - https://trid.trb.org/view/1152671 ER - TY - CONF AN - 01384911 AU - Spooner, P G AU - North Carolina State University, Raleigh TI - Conservation management of historic road reserves in Australia SN - 0977809420 PY - 2007 SP - 203-10 AB - Road reserves have a rich history of human impacts, and are important social, economic and ecological component of agricultural landscapes in Australia. Many local government authorities have now completed an assessment of the conservation values of road reserves in their municipality. Each roadside has been surveyed using a rapid bio-assessment methodology, and given a conservation ranking. These rankings are then used to determine appropriate management actions for each road category, as described in local roadside management plans. However as local government authorities have few funds for conservation management of roadsides, resources are often directed towards the maintenance of the better high conservation roads. Recent research has shown that in many cases, roadside conservation values are a direct legacy of 19th century land policies, and decisions by administrators and surveyors, whose imprint remains on the landscape today. Each road has a unique story to tell, and as such, many high conservation roads with important natural and heritage values could be considered as 'historic roads'. Understanding the development history of roads can provide an important tool to gain new awareness of their cultural and environmental values, and facilitate greater community investment in their ongoing management. U1 - 2007 International Conference on Ecology and Transportation (ICOET 2007)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyThe Humane Society of the United StatesDefenders of WildlifeArkansas State Highway and Transportation DepartmentFlorida Department of TransportationWashington State Department of TransportationCalifornia Department of TransportationNew York State Department of TransportationColorado Department of TransportationUniversity of California, DavisWestern Transportation InstituteNorth Carolina State University, RaleighTransportation Research BoardInfra Eco Network of EuropeParks CanadaLittle Rock,Arkansas,United States StartDate:20070520 EndDate:20070525 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, The Humane Society of the United States, Defenders of Wildlife, Arkansas State Highway and Transportation Department, Florida Department of Transportation, Washington State Department of Transportation, California Department of Transportation, New York State Department of Transportation, Colorado Department of Transportation, University of California, Davis, Western Transportation Institute, North Carolina State University, Raleigh, Transportation Research Board, Infra Eco Network of Europe, Parks Canada KW - Australia KW - Environment KW - Environment KW - Highway operations KW - History KW - History KW - Land use KW - Land use planning KW - Local government KW - Local government KW - Planning and Environment KW - Road management KW - Roadside KW - Roadside UR - http://www.icoet.net/ICOET_2007/proceedings/Chapter5a.pdf UR - https://trid.trb.org/view/1152670 ER - TY - RPRT AN - 01380371 AU - National Center for Safe Routes to School AU - Federal Highway Administration TI - A Swift Response to a Growing Demand for Safe Routes to School: Accomplishments of the National Center for Safe Routes to School PY - 2007 SP - 8p AB - Increasing a child’s ability to walk and bike to school became a national priority when legislation was signed into law August 2005 that provides funding for Safe Routes to School (SRTS) programs. This legislation also paved the way for the establishment of a national organization to assist programs across the country. Established in May 2006, the National Center for Safe Routes to School (NCSRTS) recognized the immediate need for quality information and set an ambitious start-up agenda. Building upon the groundswell of support for safe routes to school across the country, NCSRTS kicked off its first year of operation with several key accomplishments. The center aimed high in its effort to build capacity and create demand for safe routes to school programs. Major accomplishments within six months of establishment included: launching a comprehensive NCSRTS Web site; organizing the first Safe Routes to School State Coordinators National Meeting; developing a Web-based Safe Routes to School library; launching a database of SRTS-related technical questions and answers; securing media coverage in several major media outlets; arranging promotional opportunities; developing standardized national tools for collecting school trip data and parent attitudes; delivering eight local and four state-level formats of the SRTS National Course; promoting International Walk to School Day/Month within the US and abroad; receiving a record number of registered schools for Walk to School Day (2202); establishing a technical assistance toll free number; assigning NCSRTS liaisons to State Coordinators for technical assistance; setting up the SRTS State Coordinators’ listserv; and establishing the James L. Oberstar Safe Routes to School Award. KW - Bicycle travel KW - National Center for Safe Routes to School KW - Program management KW - Safe Routes to School (Program) KW - Safety programs KW - School children KW - School trips KW - Technical assistance KW - Walking UR - http://www.saferoutesinfo.org/sites/default/files/resources/srts_report_final.pdf UR - https://trid.trb.org/view/1147545 ER - TY - RPRT AN - 01380252 AU - Delaware Center for Transportation AU - Delaware Department of Transportation AU - Federal Highway Administration AU - University Transportation Centers Program TI - Transportation Education, Research & Security Forum: Identifying Important Issues Related to the Transportation System in Delaware and the Northeast Corridor PY - 2007 SP - n.p. AB - This forum discusses transportation issues important to Delaware and the northeast corridor. Topics covered include the following: administration, government, and policy; bridges and structures; construction, pavement and materials; design; environment; local town issues; maintenance; planning and multimodal transportation; security; traffic and intelligent transportation systems; transit and public transportation. KW - Construction KW - Delaware KW - Design KW - Education KW - Highways KW - Intelligent transportation systems KW - Maintenance KW - Multimodal transportation KW - Northeast Corridor KW - Public transit KW - Research KW - Security KW - Transportation planning UR - https://trid.trb.org/view/1148231 ER - TY - RPRT AN - 01164273 AU - Arneson, Larry A AU - Brown, Eric R AU - Federal Highway Administration TI - Finite Element Surface-water Model System: Two-Dimensional Depth-Averaged Flow and Sediment Transport Model - FESWMS FST2DH User Reference Guide PY - 2007 SP - 119p AB - The purpose of this user reference guide is to provide the beginner or infrequent two-dimensional (2-D) surface-water modeler with helpful tips on utilizing the Surface-water Modeling System (SMS) and the Finite Element Surface-water Model System (FESWMS). General topics covered in the guide include the following: (1) Understanding the SMS graphical user interface (GUI) and its various components, programs, and applications; (2) Downloading, installing, and registering the SMS software, including how to obtain a password and software updates; (3) Importing background images and topographic data for use in constructing models; (4) Building and running a 2-D surface-water model by following a step-by-step procedure; (5) Managing files and saving project data; (6) Running the FST2DH finite element surface-water model; (7) Troubleshooting problems encountered while modeling; (8) Obtaining technical assistance. KW - Computer program documentation KW - Graphical user interfaces KW - Hydraulic structures KW - Software UR - https://trid.trb.org/view/924558 ER - TY - RPRT AN - 01164224 AU - Arneson, Larry A AU - Ghelardi, Veronica AU - Federal Highway Administration TI - Watershed Modeling System User Reference Guide PY - 2007 SP - 81p AB - The purpose of this user reference guide is to provide the beginner or infrequent watershed modeler with helpful tips on utilizing the Watershed Modeling System (WMS). General topics covered in this guide include the following: (1) Understanding the WMS graphical user interface (GUI) and its various components, programs, and applications; (2) Downloading, installing, and registering the WMS software, including how to obtain a password and software updates; (3) Importing background images and topographic data for use in constructing models; (4) Computing flow directions and delineating watersheds; (5) Creating and importing coverages for use in constructing a model; (6) Building and running a watershed model by following a step-by-step procedure; (7) Managing files and saving project data; (8) Obtaining technical assistance. KW - Computer program documentation KW - Graphical user interfaces KW - Hydraulics KW - Software KW - Watersheds UR - https://trid.trb.org/view/924559 ER - TY - RPRT AN - 01139443 AU - Galehouse, Larry AU - Sorenson, Jim AU - Federal Highway Administration AU - National Center for Pavement Preservation TI - A Quick Check of Your Highway Network Health PY - 2007 SP - 6p AB - This paper describes a quick checkup tool that road agency managers and administrators can use to assess the needs of their network and other highway assets and determine the adequacy of their resource allocation effort. This quick checkup is readily available and can be usefully applied with minimum calculations. KW - Asset management KW - Highways KW - Needs assessment KW - Resource allocation UR - http://ntl.bts.gov/lib/30000/30800/30893/FHWA-IF-07-006.pdf UR - https://trid.trb.org/view/899643 ER - TY - RPRT AN - 01135330 AU - Federal Highway Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-45, Amtrak (ATK), Shafter, California, July 19, 2007 PY - 2007 SP - 7p AB - At 1:55p.m. PDT, July 19, 2007, westbound Amtrak (ATK) passenger train 715-19, operating in a locomotive forward configuration, struck the water tanker of a truck/trailer combination, which was stopped foul of the track at a public highway-rail grade crossing. The accident occurred in Shafter, California, milepost 904.4, DOT/AAR crossing number 023386G on the BNSF Railway (BNSF), California Division, Bakersfield Subdivision. The method of operation is Traffic Control System. The maximum timetable speed is 79 mph for passenger trains and 70 mph for freight trains. A total of 156 passengers were aboard at the time of the accident The Amtrak locomotive engineer sustained a minor injury and a service employee later complained of pain and sought medical treatment. There were no hazardous materials involved. Estimated equipment damage is $217,000; estimated track and signal damage is $258,000. The truck driver was not injured, however, the water tanker trailer was destroyed. At the time of the accident, it was daylight and clear with a temperature of 97 degrees Fahrenheit. The accident was caused by the failure of the tanker truck driver to pull the entire length of his vehicle clear of the railroad track before stopping. KW - Amtrak KW - California KW - Crash injuries KW - Crash investigation KW - Derailments KW - Locomotives KW - Railroad commuter service KW - Railroad crashes KW - Timetables UR - https://www.fra.dot.gov/eLib/details/L01985#p1_z5_gD_lAC_kHQ-2007-45 UR - https://trid.trb.org/view/893057 ER - TY - CONF AN - 01130082 AU - Yaacob, Haryati AU - Woodward, David AU - Woodside, Alan AU - University of Iowa, Iowa City TI - Predicting Chip Seal Embedment SN - 9780874141597 PY - 2007 SP - pp 541-546 AB - Chip seal is widely used around the world. Its in-service performance relates to balancing properties such as texture depth and skid resistance against changes in time as the aggregate particles embed into the underlying road and reaction to trafficking. This paper summarises the development of laboratory methods to better understand the inter-relationships between chip seal embedment and how performance characteristics such as texture depth, skid resistance and noise change with time. The influence of chipping size, hardness of underlying surfaces and temperature is discussed. The findings of this laboratory based research appear to rank chip seals according to their in-service performance and should result in more sustainable use of limited high quality construction materials. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Aggregates KW - Chip seals KW - Depth KW - Embedment KW - Noise control KW - Skid resistance KW - Texture UR - https://trid.trb.org/view/890770 ER - TY - CONF AN - 01130081 AU - Tomiyama, Kazuya AU - Kawamura, Akira AU - Yiming, Alimujiang AU - Ishida, Tateki AU - Nakajima, Shigenori AU - University of Iowa, Iowa City TI - Basic Study of Rut Shape Characteristics in Consideration of Vehicle Dynamics SN - 9780874141597 PY - 2007 SP - pp 127-132 AB - One of the major distresses of the paved road surface is the rutting. Because the rutting greatly affects stability and controllability of a vehicle and relate to the road user’s safety, the distress condition of the rutting is a special concern to road administrators as well as road users. In recent years, the maintenance criteria of the road surface is obliged to change from detailed specification to performance specification in responses to the road user’s demand. However, in Japan today, the rut depth which has been used as an index for the rutting evaluation has some disadvantages. For example, the rut shapes are not considered and the definition of the rut depth differs from one administrator to another. This study investigates the rut shape characteristics which affects the vehicle behavior. First, we conduct the Half-Car simulation to realize the interaction between the vehicle rolling movement and the rutting. Then, to identify the rutting characteristics with the vehicle manoeuvre, we decompose the rut profile into several wavebands by the wavelet packet transform. As the result, the vehicle disturbance is due mainly to the wave numbers of 0.40m-1 and 1.11m-1 as the rut shape characteristics. Furthermore, we suggest that it is necessary to address the localized wave number as 0.40m-1 and 1.11m-1 for the maintenance of the rutting based on the vehicle dynamics. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Japan KW - Pavement performance KW - Rolling contact KW - Ruts (Pavements) KW - Rutting KW - Shape KW - Vehicle dynamics UR - https://trid.trb.org/view/890232 ER - TY - CONF AN - 01130080 AU - Petursson, Petur AU - University of Iowa, Iowa City TI - Maintenance and Rehabilitation of Low Cost Surface Dressing for Low Volume Roads - Experimental Road Sites SN - 9780874141597 PY - 2007 SP - pp 217-222 AB - Two experimental road sections were laid in 2003 in the northwestern part of Iceland to compare different aggregate sources and their suitability for low cost and low traffic surface dressing. The third set of experimental road sections was laid in the year 2005. The laying process was a traditional surface dressing procedure for all test sites. The project focused on comparing aggregates for surface dressing in a district where the traffic volume is generally low and climatic conditions are harsh. Comparison of surface conditions and test results indicate that abrasive strength of aggregates is most important where the traffic rate is relatively high (i.e. over 1.000 AADT). On the other hand frost resistance proves to be a ruling factor regarding service life of surface dressing where the traffic rate is relatively low. Other important factors recognized are the condition of the underlying surface as well as good practice when laying surface dressing. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Aggregates KW - Frost KW - Iceland KW - Low volume roads KW - Pavement maintenance KW - Rehabilitation (Maintenance) KW - Surface course (Pavements) UR - https://trid.trb.org/view/890442 ER - TY - CONF AN - 01130079 AU - Gamache, Ronald W AU - University of Iowa, Iowa City TI - A Solution to the Pavement Edge Drop Off Problem SN - 9780874141597 PY - 2007 SP - pp 391-396 AB - Recent research has indicated that many Run-Off-Road (ROR) accidents are the result of pavement edge drop-offs. ROR accidents occur predominantly on two-lane, undivided rural roads. Many of these roads have minimal or no shoulders at the lane edge, resulting in sharp vertical drop-offs to the roadside. The situation is aggravated by overlay paving on existing roadways with no shoulder treatment. These conditions create a serious safety problem when vehicles traveling at highway speeds unintentionally leave the travel lane and enter the unimproved shoulder area. When drop-offs exceed 76 cm (3 in), vehicle recovery becomes difficult and frequently results in driver loss of control. The Federal Highway Administration (FHWA) has begun an effort to develop design specifications and evaluate hardware to eliminate this problem. Studies have shown that an angled edge of less than 45 degrees to the horizontal provides a ramp that allows vehicles to safely re-enter the roadway with little loss of control, even at speeds up to 88 kph (55 mph). The typical current practice is post paving manual construction to backfill and taper to the pavement edge, using soil or stone. This solution is subject to deterioration due to weathering action. Simple strike-off devices attached to the paver have also been tried to produce the desired wedge. Such devices produce poor surface finish and little or no compaction of the tapered surface, reducing durability. Recently, more sophisticated devices have been developed that produce more durable safety edges. This paper will document the results of comparative evaluation of the new technology by several states. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Countermeasures KW - Dropoffs (Pavements) KW - Highway safety KW - Pavement design KW - Pavement edge KW - Ran off road crashes UR - https://trid.trb.org/view/890670 ER - TY - CONF AN - 01130078 AU - Cho, Byung J AU - Doh, Young S AU - Kwon, Seung Zoon AU - Kim, Kwang W AU - University of Iowa, Iowa City TI - Evaluation of Selected Reinforcing Materials for Retarding Reflection Cracking of Asphalt Overlay on Concrete Pavement SN - 9780874141597 PY - 2007 SP - pp 91-96 AB - This study evaluated the effectiveness of retardation of reflection cracking in overlaid asphalt pavements on old Portland cement concrete. The asphalt layer was reinforced using selected grid materials and its performance was evaluated against mode II reflection crack testing in laboratory and then on field test pavement sections. The objective of this study is to estimate effectiveness of selected grid reinforcing materials for asphalt-concrete interlayer for retardation of mode II reflection cracking best materials combination for field-application. The reinforcing materials evaluated in this study include 5TN, 10TN, 10T, 10T* and 10TN*. Asphalt cement, AC60-80 (penetration grade of 60-80), the most widely used in Korea, was used as a binder for mixture preparation. Crushed coarse granite aggregate with maximum size of 13mm and screenings for fine aggregates were used for preparation of dense-graded and SMA asphalt mixtures. The gradation meets the specification limit of surface course given by Ministry of Construction and Transportation of Korea. A low-density polyethylene (LDPE) and a styrene-butadiene-styrene (SBS) were used for modification of asphalt binder. It is concluded that use of grid materials was effective for retarding reflection cracking. When grid materials were used together with LDPE asphalt mixture, the crack-retardation effect was better than any other materials. There was no damage observed in the test pavement section of LDPE asphalt mixture reinforced with grids after two years of monitoring, while somewhat significant reflection cracking was appeared on normal asphalt overlay section without grid reinforcement. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Bituminous overlays KW - Concrete pavements KW - Pavement maintenance KW - Portland cement concrete KW - Reflection cracking KW - Reinforcing grids KW - Reinforcing materials UR - https://trid.trb.org/view/890204 ER - TY - CONF AN - 01130077 AU - Lee, Soon-Jae AU - Amirkhanian, Serji N AU - Kwon, Seung-Zoon AU - University of Iowa, Iowa City TI - Aging and Recycling Properties of Rubberized Binders SN - 9780874141597 PY - 2007 SP - pp 343-348 AB - The use of conventional reclaimed asphalt pavement (RAP) has become routine in a number of states throughout the United States, and the satisfactory mix design procedures have been developed. The recycling of CRM-modified materials has been an area of interest since CRM was first used in asphalt paving materials over 40 years ago. Some state DOTs have used rubberized asphalt concrete (RAC)-type materials in limited recycling experiments or demonstration project. The respective studies include different types of wet process binders and/or various gradations of crumb rubber modifier (CRM) as an aggregate substitute (dry process). The results show that a wide range of CRM-modified paving materials can apparently be successfully reclaimed and recycled. Previous research on the recycling of RAC has focused only on the mixture properties at the location of in-field paving. In the long-term performance characterizations, it is important to identify the aging properties of rubberized binders and the subsequent recycling properties of these aged rubberized binders. Without understanding these binder properties, it is difficult to predict the mixture performance and suggest guidelines for the recycling of RAC. To address this issue, this research was conducted to identify the performance properties of recycled aged CRM binders. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Aging (Materials) KW - Asphalt rubber KW - Bituminous binders KW - Crumb rubber KW - Modified asphalt KW - Pavement performance KW - Properties of materials KW - Recycled materials UR - https://trid.trb.org/view/890612 ER - TY - CONF AN - 01130076 AU - Silva, Hugo MRD AU - Pais, Jorge C AU - Pereira, Paulo A A AU - University of Iowa, Iowa City TI - Correlation Between Monotonic and Repetitive Test Results in Bituminous Mixtures SN - 9780874141597 PY - 2007 SP - pp 259-264 AB - The pavement response to traffic repetitive loading is represented and evaluated more accurately in laboratory by using repetitive testing. However, the use of monotonic testing is very common to evaluate the behavior of bituminous mixtures and to control their quality when applied in pavements. Thus, the relationship between the results of monotonic and repetitive tests performed in this work is the main base of analysis of the accuracy of monotonic tests to assess the performance of bituminous mixtures in situ. Fatigue cracking and rutting are the main types of distress in flexible pavements in countries with warm temperatures. Initially, the behavior of several dense mixtures is determined by using normalized repetitive testing, namely bending beam tests in four points (fatigue) and repetitive simple shear tests at constant height (rutting). Then, similar mixtures are tested in a monotonic manner by using compression, tensile and shear testing. The monotonic tests are performed at different temperatures and strain rates, so as to reproduce a wide range of in situ conditions. The main conclusions result from the statistical comparison between the repetitive and the monotonic tests. Essentially, this work intends to evaluate the possibility of characterizing the performance of bituminous mixtures in situ by using the specific monotonic tests herein developed. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Bituminous mixtures KW - Cracking KW - Flexible pavements KW - Monotonic tests KW - Pavement performance KW - Repeated shear at constant height test KW - Rutting KW - Test procedures UR - https://trid.trb.org/view/890472 ER - TY - CONF AN - 01130075 AU - Triches, Glicerio AU - Junior, Guido Paulo Simm AU - University of Iowa, Iowa City TI - The Deflectometric Control During the Constructive Process and the Consideration of the Non-Linearity of the Materials Used on Pavement Construction SN - 9780874141597 PY - 2007 SP - pp 115-120 AB - The aim of this paper is to show the results obtained with the adoption of deflectometric control during construction process of a medium traffic-volume highway located in the western region of the state of Santa Catarina, Brazil. Two sections with similar pavement structure consisting of granular base and asphalt surface course were analyzed, with one pavement section constructed over a detonated rock subgrade and the other one over a cohesive soil subgrade. Deflection basins were measured in all layers of the pavement structure built, including the subgrade, using a Benkelman beam. Dynamic triaxial testing was conducted to determine the resilient behavior of the materials used in the construction. In both segments, with the use of the Kenlayer computer program, loadapplication (equivalent single axle loading with 8,2 metric tons) was simulated directly upon the subgrade, the base course, and the surface course, thus simulating the measure of deflections in each layer built during the construction process. Such modeling verified that the modulus values and the deflections calculated were identical to the values measured in the field. The work conducted shows that deflection control during the construction process, associated with mechanistic analysis, constituted a valuable procedure for the analysis and certification of the pavement structure constructed. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Deflection KW - Deflection control KW - Modulus of resilience KW - Paving KW - Quality of work KW - Santa Catarina (Brazil) UR - https://trid.trb.org/view/890228 ER - TY - CONF AN - 01130074 AU - Santos, Bertha AU - Picado-Santos, Luis AU - Cavaleiro, Victor AU - University of Iowa, Iowa City TI - Vehicle Operating, Accident and User Time Costs in Pavement Management Systems: Approach for Portuguese Conditions SN - 9780874141597 PY - 2007 SP - pp 205-210 AB - This paper presents a description and analysis of the most important models to predict each of the Road User Costs (RUC) components (Vehicle Operating Costs (VOC), Accident Costs (AC) and Value of Time (VOT)) and proposes a model for estimating RUC components suitable to the Portuguese road network. These results are part of a research in progress aimed to obtain a Road User Cost Model to be used as a tool in road management systems. This model is different from other models by the fact that includes a simple formulation that allows calibration and calculation of cost parameters, for any year, in a simple and fast way, providing trustworthy results. The required data is already available in Portuguese institutions, allowing periodic revision of cost parameters to insure accuracy. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Costs KW - Pavement management systems KW - Portugal KW - Time KW - Traffic crashes KW - Travelers KW - Vehicle operations UR - https://trid.trb.org/view/890337 ER - TY - CONF AN - 01130073 AU - Kuo, Chen-Ming AU - Yo, Yo-Chuan AU - Wang, Hsiao-Han AU - University of Iowa, Iowa City TI - Prediction of Reflective Cracking with Stress Intensity Factors SN - 9780874141597 PY - 2007 SP - pp 61-66 AB - Reflective cracking is a common type of distress that occurs on composite AC/PCC pavement. Fracture mechanics based analysis is not only microcosmic and accurate, but also quantifying the damage from traffic loading and temperature loading. Cracking growth speed (failure potential) is predicted by stress intensity factor and Paris’ Law. Also, S-N curve was adopted to predict fatigue life of geogrid. It was found that the geogrid does not delay cracking, but it is effective on extending life of the system in the process of crack propagation because of its tensile strength. However the analysis indicated that the increase of fatigue life is not proportional to the stiffness of the geogrids. Also, the reinforcement effect provided by geogrid was more pronounced on weak subgrade foundation. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Composite pavements KW - Fatigue life prediction KW - Fracture mechanics KW - Geogrids KW - Pavement distress KW - Pavement maintenance KW - Reflective cracking KW - Stiffness KW - Stress intensity factors KW - Tensile strength UR - https://trid.trb.org/view/890150 ER - TY - CONF AN - 01130072 AU - Gandhi, Tejash S AU - Amirkhanian, Serji N AU - University of Iowa, Iowa City TI - Laboratory Investigation of Warm Asphalt Binder Properties - A Preliminary Analysis SN - 9780874141597 PY - 2007 SP - pp 475-480 AB - With increasing concerns of global warming and increasing emissions, the asphalt industry is making a constant effort to lowering its emissions by reducing the mixing and compaction temperatures of the asphalt mixture without affecting the properties of the mix. Several proprietary chemicals are available in the industry that can help reduce the mixing and compaction temperatures. These chemicals work in different ways to either reduce the viscosity of the binder or to allow better workability of the mix at lower temperatures due to some modifications in the binder. A significant reduction of required heat can be achieved in most cases. Several studies have been conducted evaluating the properties of the warm mix asphalt; however, properties of the binders containing these chemicals have not been studied in great detail. This paper presents the tests conducted on 3 different binders from different sources and performance grades. Warm asphalt binder was produced using two of the available processes, and tests were conducted on the binders using the viscometer and the Dynamic Shear Rheometer. The binders were then stored at 120 oC for 3 days to simulate plant shutdowns, and the tests were repeated. It was observed that one of the processes significantly increases the viscosity, whereas another significantly lowers the viscosity of the binder. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt mixtures KW - Bituminous binders KW - Laboratory studies KW - Properties of materials KW - Viscosity KW - Warm mix paving mixtures KW - Workability UR - https://trid.trb.org/view/890735 ER - TY - CONF AN - 01130071 AU - Barna, Lynette A AU - Tingle, JS AU - McCaffrey, P S AU - University of Iowa, Iowa City TI - Full-Scale Field Testing of Rapid-Setting Materials for Slab Replacement SN - 9780874141597 PY - 2007 SP - p 151-156 AB - Improvements in rapid-setting cementitious materials have increased their usage in the rapid repair of rigid pavements. As applied to airfields, high-performance concrete materials with early strength gain characteristics have helped to minimize maintenance time to return the area back into service. Numerous products are available. Currently, the commercial market teems with available products, and it continues to grow, with both new products entering the market and new formulations of existing products. A test program assessed the suitability of using rapid-setting materials for rapid slab replacement on an airfield. Among the materials tested in this study were a new hydraulic cement and a magnesium-phosphate-based (MPB) cement. Laboratory testing, based on an existing test protocol, was conducted to characterize the candidate materials prior to use in the full-scale field application. During a full-scale trial, the materials were used for rapid slab replacement and then trafficked with a load cart for a maximum service life of 5,000 passes. Results from the laboratory testing suggested that the MPB cement may not be suitable for the field trial. Yet, this material was one of the top performing materials in the field trial. Refinement of the test protocol is recommended to include testing at temperatures similar to those expected where the material will be used. In addition, other test procedures need to be identified and tested to address the issue of potential materials that may yield good field performance but are excluded from field use under the current protocol recommendations. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - High performance concrete KW - Laboratory tests KW - Magnesium phosphate cement KW - Pavement maintenance KW - Rapid set materials KW - Rigid pavements UR - https://trid.trb.org/view/890285 ER - TY - CONF AN - 01130070 AU - Zelelew, H M AU - Papagiannakis, A T AU - Muhunthan, B AU - University of Iowa, Iowa City TI - A Wavelet-Based Interpretation of Vehicle-Pavement Interaction SN - 9780874141597 PY - 2007 SP - pp 169-174 AB - In this paper, a wavelet approach is used to interpret the interaction between truck dynamic axle loads and pavement roughness profile. The instrumentation data was obtained from five pavement sites with IRI ranging from 0.88 to 3.17 m/km. Pavement roughness data was recorded at distance increments of 15.24 cm and for dynamic axle load data at three vehicle operating speeds, namely 38, 60.5 and 79 km/h. The size of the dataset allowed 11 levels of wavelet decomposition, namely 1 d through 11 d , and 11 a with test speed dependent frequencies ranging up to 4 cy/m. The pavement roughness frequencies primarily affecting suspension dynamic activity range from 0.65 to 3.74 cy/m and from 2.07 to 3.48 cy/m for the air and the rubber suspensions respectively. The differences in dynamic response between these two suspensions are especially evident for decomposition levels lower than 0.16 cy/m, (i.e., wave lengths shorter than 6.25 m). In general, significantly larger variation in dynamic axle loads for the rubber suspension is observed compared with the air suspension depending on vehicle speed and pavement roughness values. The wavelet approach can be utilized to identify the frequency range and energy content of pavement roughness that generates the highest dynamic load energy levels. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Axle loads KW - Pavement performance KW - Rolling contact KW - Roughness KW - Traffic loads KW - Trucks KW - Wavelets UR - https://trid.trb.org/view/890315 ER - TY - CONF AN - 01130069 AU - Kim, Jungyong AU - Lee, Hosin AU - Yun, Duk-Geun AU - Sung, Jung Gon AU - University of Iowa, Iowa City TI - Development of Laser Pavement Image Processing System to Enhance Existing Automated Pavement Distress Detection Process SN - 9780874141597 PY - 2007 SP - pp 319-324 AB - Over the years, many Automated Image Collection Systems (AICS) have been developed to capture pavement images. The cameras used by most of the AICS are based on Charge-Coupled Device (CCD) image sensors where visible ray is projected. However, the quality of the images captured by CCD cameras was limited by the inconsistent illumination and shadows caused by sunlight. To enhance the CCD image quality, a high-power artificial lighting system has been used, which required a complicated strobe lighting system and a significant power source. Recently, with an emerging electro-optical technology, Laser Road Imaging System (LRIS) was introduced which would not require an artificial lighting system to remove shadows. The main purpose of this paper is to discuss an implementation of LRIS that includes a LRIS mounting system, image acquisition and analysis software. The images captured using the LRIS were very sharp without any shadow but a high contrast of the pavement surface resulted in an increased amount of background noises. Therefore, the existing automated image processing algorithm was modified to suppress the background noises while enhancing crack images based on the unique characteristics of the LRIS image. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Detectors KW - Image processing KW - Laser beams KW - Pavement distress KW - Pavement management systems UR - https://trid.trb.org/view/890534 ER - TY - CONF AN - 01130068 AU - Matsui, Kunihito AU - Fujinami, Kiyoshi AU - Higashi, Shigeo AU - Nagae, Tasuku AU - University of Iowa, Iowa City TI - A Study on Temperature Dependent Modulus for Asphalt Concrete SN - 9780874141597 PY - 2007 SP - pp 139-144 AB - The structural capacity of flexible pavements is greatly influenced by the modulus of asphalt concrete layer. It has been known that the AC modulus depends on its temperature and changes every hour through a year. Assuming a model of the AC modulus-temperature relationship by an exponential form and considering a temperature variation with its depth, parameters used in the model are determined from FWD test data measured in four seasons. Then horizontal strain at the bottom of surface layer and vertical strain at the top of subgrade, both computed from uniform and varying modulus models are compared in this paper. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt concrete KW - Modulus KW - Modulus of elasticity KW - Pavement layers KW - Strain (Mechanics) KW - Temperature UR - https://trid.trb.org/view/890236 ER - TY - CONF AN - 01130067 AU - Rada, Gonzalo R AU - Simpson, Amy L AU - Groeger, Jonathan L AU - University of Iowa, Iowa City TI - Maintenance and Preservation of the District of Columbia's National Highway System Pavement Assets SN - 9780874141597 PY - 2007 SP - pp 535-540 AB - In 2000, the District of Columbia awarded a multi-year contract to preserve and maintain the assets comprising its National Highway System (NHS). Unlike more traditional approaches, this was a performance-based contract – the contractor is charged with maintaining and preserving the system at or above a specified condition. This contract is the first of its kind in an urban setting and may become a prototype for other cities. Performance measures for each asset element were developed prior to the start of the project. Levels of service for each performance measure were also developed; they prescribe the precise measure for the particular asset under consideration. Both performance measures and levels of service were validated based on the results of a 1999 baseline condition assessment. The quality of the contractor’s work, hence compliance with performance measures, was checked through periodic condition assessments. This paper looks at the maintenance and preservation of the District’s NHS pavement assets, including: (1) development of performance measures and levels of service, (2) initial collection of pavement condition data to establish base-line conditions as well as follow-up condition assessments to assess the quality of the contractor’s work, and (3) major findings, observations and conclusions. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asset management KW - National Highway System KW - Pavement maintenance KW - Performance measurement KW - Quality of work KW - Washington (District of Columbia) UR - https://trid.trb.org/view/890769 ER - TY - CONF AN - 01130066 AU - Buch, Neeraj AU - Jahangir-nejad, Shervin AU - Brown, Joel AU - University of Iowa, Iowa City TI - Measurement of PCC Coefficient of Thermal Expansion for Various Aggregate Types SN - 9780874141597 PY - 2007 SP - pp 55-60 AB - The coefficient of thermal expansion (CTE) values for concrete mixtures made with coarse aggregate from seven different sources in Michigan were determined using the AASHTO TP-60 protocol. The primary aggregate class included limestone, dolomite, slag, gravel and trap rock. The average CTE values for the seven concrete mixture designs ranged from 8.1με/oC to 10.7με /oC. The initial test results indicates that the magnitude of CTE is influenced by (i) aggregate geology, (ii) the number of heating and cooling cycles, and (iii) the age of sample at the time of conducting the test. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Admixtures KW - Coarse aggregates KW - Coefficient of thermal expansion KW - Measurement KW - Portland cement concrete UR - https://trid.trb.org/view/890149 ER - TY - CONF AN - 01130065 AU - Crispino, Maurizio AU - Toraldo, Emanuele AU - Pozzi, Mauro AU - University of Iowa, Iowa City TI - The Use of Crushed Concrete Slabs in Base Layers of Airport Pavements SN - 9780874141597 PY - 2007 SP - pp 295-300 AB - Research in the area of civil infrastructures has led to an improvement in the use of recycled materials. As matter of fact, lithic materials have an important role in forming base layers as they are the most used in pavement construction by weight. In this regard, the authors provide the results of an experimental investigation aimed at evaluating the use of crushed concrete slabs in the cement-bound base layers for airport pavements. The investigation was carried out using laboratory and full scale tests. Laboratory investigation, consisting of volumetric and mechanical tests, was carried out in order to optimize the cement and water contents in the mixture. Afterwards full scale tests were carried out on the mixture resulting from the laboratory investigation in order to define the laying techniques and evaluate the mechanical behavior of the recycled mixture during its curing. On the basis of the results obtained, the developed mixture was then applied on a wide scale directly to an Italian hub: the mixture was used to build a new taxiway enabling the upgrade of the airport infrastructure to receive new aircraft. To summarize, the research led to the creation of a new mixture for base layers using crushed concrete slabs after having tested its actual effectiveness and define the correct procedure to create it. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Airport runways KW - Base course (Pavements) KW - Crushed concrete KW - Italy KW - Paving KW - Recycled materials UR - https://trid.trb.org/view/890507 ER - TY - CONF AN - 01130064 AU - Bandeira, Alex Alves AU - Merighi, Joao Virgilio AU - Fortes, Rita Moura AU - University of Iowa, Iowa City TI - Finite Element Model to Study Structural Pavements Design: Investigation in Terms of Stresses and Strains Considering Elasto-Plastic Frictional Contact Mechanics Technologies SN - 9780874141597 PY - 2007 SP - pp 157-162 AB - The basic aim of this work is to present a numerical model to analyses 3D structural pavements using finite elements procedures with contact mechanics techniques. This study is performed just putting two tires on the structural pavement with several soil layers. These tires and the structural pavement are discretized by finite elements under large 3D elastoplastic deformation. The real loads (of aircrafts, trucks or cars) are applied directly on each tire and by contact mechanics procedures, the real contact area between the tires and the pavement surface is computed. Furthermore, the pressure developed at the contact surfaces is automatically calculated and transferred to the structural pavement by contact mechanics techniques. The friction phenomena developed between the tire and the pavement during the lockwire is taking into account. In the end of this work, numerical results in term of stress, strain and displacements are presented to show the ability of the algorithm. These numerical results are also compared with other finite elements programs. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Contact mechanics KW - Deformation curve KW - Elastoplasticity KW - Finite element method KW - Pavement design KW - Technology KW - Traffic loads UR - https://trid.trb.org/view/890286 ER - TY - CONF AN - 01130063 AU - Jung, Jae H AU - Lee, Jong S AU - Kweon, Jun S AU - Kim, Kwang W AU - University of Iowa, Iowa City TI - Change of Deformation Strength Due to Mixture Aging SN - 9780874141597 PY - 2007 SP - pp 133-138 AB - This study evaluated the deformation strength (SD) of several asphalt mixtures which were artificially aged in laboratory. The SD, measured by Kim Test, is regarded as the property that has a high correlation with rut tendency of asphalt mixture. The objective of this study is to evaluate the effect of aging on rut resistance of asphalt mixture measured by the SD experimentally. The loose asphalt mixture was aged in a forced draft oven at 154°C for 2 hours for short-term aging. The 100mm specimens, which were made of the short-term aged mixture using a Superpave gyratory compactor, were artificially aged for 4, 24, 48, 72 and 96 hours at 110°C for long-term aging. The SD was measured for the aged mixture and the change of SD value was evaluated by aging level. The wheel tracking (WT) test was performed on the aged asphalt mixtures for 4, 48 and 96 hours at 110°C. The oxidation level of the binder after each level of aging was measured by relative quantity of large molecular size (LMS) using gel-permeation chromatography. It was found that the SD value was increased by the aging level increase and the SD changing pattern has a high correlation with binder aging condition, measured by LMS quantity. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Aging (Materials) KW - Asphalt mixtures KW - Bituminous binders KW - Deformation KW - Pavement performance KW - Rut resistance UR - https://trid.trb.org/view/890233 ER - TY - CONF AN - 01130062 AU - Stephanos, Peter J AU - University of Iowa, Iowa City TI - The FHWA Pavement and Materials Program SN - 9780874141597 PY - 2007 SP - pp 1-6 AB - The National Highway System includes a network of 261,302 km of pavements stretching across the United States and Puerto Rico linking urban and rural areas, different modes of transport and users to destinations. The pavement infrastructure within this vital network is the backbone of the system. Government agencies and industry together need to take efforts to preserve this infrastructure so that the demand on the system can be met. This paper briefly describes the Federal Highway Administration’s Pavement and Materials Program which has been developed to ensure that the highway community is delivering a safe, cost effective, long lasting and effectively maintained pavement network. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Pavement maintenance KW - Pavement performance KW - Pavements KW - Paving materials KW - U.S. Federal Highway Administration KW - United States UR - https://trid.trb.org/view/890123 ER - TY - CONF AN - 01130061 AU - Ide, Daniela Massami AU - Peixoto, Anna Silvia Pacheco AU - Macedo, Sergio Silva AU - University of Iowa, Iowa City TI - Soil Stabilization Studying of Tropical Brazilian Soil by Unconfined Strength Compression Tests SN - 9780874141597 PY - 2007 SP - pp 523-528 AB - The tropical soils exhibit a unique mechanical behavior due to their genesis, with a partially saturated condition, and are very dependent on the degree of weathering. The term "tropical soil" includes both lateritic and saprolitic soils. Another peculiarity of those soils is the collapsibility: loose the bulk when they get wet and increase their load. In Brazil, this is a common problem of pavements. A solution is the stabilization of the soil with calcitic lime. This paper explains a study based on unconfined strength compression tests of a lateritic and collapsible sandy soil mixed with calcitic lime CH-III and the ash-lime. The cure periods studied were: 7, 14 and 28 days. The results show an increasing gain in resistance of the mixtures in comparison with the natural soil. In addition, it was observed that, in the optimum moisture content, there was not any significant difference in the cure periods of 14 and 28 days. Throughout the preliminary results, it can be seen that the content of 6% would be the best indication to stabilize the soil studied. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Brazil KW - Calcium oxide KW - Compression tests KW - Soil stabilization KW - Unconfined compressive strength UR - https://trid.trb.org/view/890767 ER - TY - CONF AN - 01130060 AU - Ueno, Chigusa AU - Takou, Jun AU - Abe, Ryuji AU - University of Iowa, Iowa City TI - Long-Term Performance of Recycled Asphalt Mixtures in Cold, Snowy Regions SN - 9780874141597 PY - 2007 SP - pp 355-360 AB - To enable the repeated recycling of asphalt mixtures closer to the new ones, it is important to determine the degree to which asphalt binders degrade over time. In studying the long-term performance of asphalt mixtures that were repeatedly recycled in a cold, snowy region, this research examined the changes in the quality of asphalt binders and mixtures with repeated degradation and recycling. Tests found that the strength of asphalt binders in a cold, snowy region decreases when the binders in the recycled asphalt aggregates are repeatedly used and degraded to a penetration value of 20, which is the lower limit of the penetration standard in Japan. The tests also found that the proportion of asphalt binder to aggregates decreases with each recycling. The physical and chemical properties of recycled asphalt mixtures are roughly the same as new mixtures, but those properties of degraded asphalt binders are much different from new binders. There are concerns that pavement bodies that include such asphalt binders may fail prematurely. The study found that the penetration value of asphalt binders in recycled asphalt aggregates used in a cold, snowy region should be maintained at the lowest about 30. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt mixtures KW - Bituminous aggregates KW - Bituminous binders KW - Cold weather KW - Degradation (Thermodynamics) KW - Pavement performance KW - Penetration resistance KW - Recycled asphalt pavements KW - Recycled materials KW - Snow UR - https://trid.trb.org/view/890616 ER - TY - CONF AN - 01130059 AU - Anderson, Howard J AU - VanFrank, Kevin AU - University of Iowa, Iowa City TI - A Hamburg Wheel Track Study on HMA Mixes Using Acid and Non Acid Modified PMAs and Local Aggregates With and Without Lime SN - 9780874141597 PY - 2007 SP - pp 13-18 AB - The use of phosphoric acid modification of neat Polymer Modified Asphalt (PMA) binders has been brought into question. This study looks at two aggregates and four binders with and without lime to investigate acid modified binder compatibility issues. Two of the binders are modified with acid. The study looks at Hot Mix Asphalt (HMA) and Stone Mastic Asphalt (SMA) mix types tested in the Hamburg Wheel Tracker to check mixture properties. In conclusion phosphoric acid appears to harm the durability protection of hydrated lime by creating compatibility issues with the materials, although the data is not conclusive. All four binders looked similar in the binder lab, when checked for specification compliance. However, they performed very differently in the Hamburg test. Additional cure time appears to make the Hamburg slabs more durable and rut less. Lime modification increases the mixture durability but in some cases not significantly. This is possibly due to acid in the binder. It is recommended to check HMA with some kind of performance test. Exact procedures must be followed when performing the Hamburg test. Additional research is recommended where the acid types are known along with the base binders and polymers. Cure time for sample preparation should also be evaluated. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Aggregates KW - Asphalt mixtures KW - Calcium hydroxide KW - Hamburg Wheel Tracking Device KW - Hot mix asphalt KW - Phosphoric acid KW - Polymer modified binders KW - Stone matrix asphalt UR - https://trid.trb.org/view/890126 ER - TY - CONF AN - 01130058 AU - Da Rios, Giovanni AU - Agostinacchio, Michela AU - Fiori, Federico AU - University of Iowa, Iowa City TI - Performance and Durability of Grouted Open Grade Asphalt Concretes SN - 9780874141597 PY - 2007 SP - pp 505-510 AB - In recent years, new design techniques have been developed to ensure high performance and durability. In semi-flexible pavements (SFPs) the upper layer is an open graded asphalt in which the voids are filled with cement mortar. This represents an attractive solution both for new pavements and rehabilitation in areas subject to the action of heavy traffic loads and thermal stresses. Actually, semi-flexible pavements have been widely used in many practical applications, as heavily trafficked areas, airport infrastructures, container terminal; however it is not well known the increment in terms of service life that results by the use of semi-flexible instead of traditional pavement. With this aim, the Authors carried out a full-scale experimentation, by the use of the open grade filled with mortar as overlay of new pavements. Laboratory fatigue tests on beam specimens were carried out in order to evaluate the long term performance. In conclusion, the paper provides a reference for design engineers of an innovative pavement. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt concrete pavements KW - Durability KW - Mortar KW - Open graded aggregates KW - Pavement design KW - Pavement performance UR - https://trid.trb.org/view/890747 ER - TY - CONF AN - 01130057 AU - Bennert, Thomas A AU - Lynn, Todd AU - University of Iowa, Iowa City TI - Evaluation of Asphalt Interlayer Mixes to Mitigate Reflective Cracking in Composite Pavements SN - 9780874141597 PY - 2007 SP - pp 121-126 AB - A research effort, consisting of both field and laboratory testing, was undertaken to evaluate asphalt interlayer-type mixes as a means of mitigating reflective cracking in composite pavements. Extensive field testing that included Falling Weight Deflectometer (FWD) and Weigh-in-Motion (WIM) sensors were used to establish applied loads and the resultant movements in the pavement structure. The resultant field movements were used to establish testing parameters for the laboratory study. The laboratory program was conducted to evaluate the reflective cracking potential through bending and expansion/contraction type movements, of plant produced asphalt mixes consisting of different aggregate gradations and asphalt binder types commonly used in New Jersey for PCC pavement overlays. Results of the study indicate that the combination of FWD and WIM data can provide valuable information for establishing realistic parameters for laboratory validation of asphalt mixes. The laboratory study clearly illustrated the benefit of using asphalt interlayer mixes that consist of a fine aggregate gradation and polymer-modified asphalt binders to minimize reflective cracking potential. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt mixtures KW - Composite pavements KW - Falling weight deflectometers KW - Field tests KW - Laboratory tests KW - Pavement design KW - Pavement interlayers KW - Reflection cracking KW - Weigh in motion UR - https://trid.trb.org/view/890230 ER - TY - CONF AN - 01130056 AU - Tsubokawa, Yukitomo AU - Mizukami, Junichi AU - Esaki, Toru AU - Hayano, Kimitoshi AU - University of Iowa, Iowa City TI - Infrared Thermographic Inspection of De-Bonding Between Layers of Airport Flexible Pavement SN - 9780874141597 PY - 2007 SP - pp 307-312 AB - Infrared thermography is widely used to detect the positions of defects within the concrete piers of roads and railways. This method is based on the surface temperature difference between bonded and de-bonded areas. This paper presents the results of field trials and thermal analysis conducted to verify the applicability of the infrared thermographic inspection method to detect de-bonded area between asphalt concrete layers, and the following conclusions are obtained. (1) De-bonding at the depth of 40 – 70 mm from the surface of pavements can be found by infrared thermography. However, the depth of de-bonding which can be detected by the infrared inspection method changes with the weather conditions. (2) The amount of solar radiation and the air temperature difference between day and night affect the surface temperature difference due to the existence of debonding. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Airport runways KW - Debonding KW - Flexible pavements KW - Infrared detectors KW - Inspection KW - Thermal analysis KW - Thermographs UR - https://trid.trb.org/view/890531 ER - TY - CONF AN - 01130055 AU - Minhoto, Manuel J C AU - Pereira, Paulo A A AU - Pais, Jorge C AU - University of Iowa, Iowa City TI - Evaluation of the Visco-Elastic Properties in Asphalt Rubber and Conventional Mixes SN - 9780874141597 PY - 2007 SP - pp 25-30 AB - Flexible pavements are subjected to a set of degradations on the pavement surface, such as cracks and other specific types of distress which arise from traffic and temperature variations and which are responsible for the users’ unsafety and discomfort. The occurrence of temperature variations in the pavement leads to a severe aggravation of the reflective cracking phenomenon that implies a premature distress of the overlays. In this way, a theoretical study about the influence of temperature variation in the reflective cracking overlay behaviour was performed. To this end, a thermo-mechanical characterization of bituminous materials was made through a set of tests performed with an asphalt rubber mix and a conventional mix. It is intended to study the relaxation behaviour for four different temperature cases, 25ºC, 15ºC, 5ºC and -5ºC, which is a range of temperature variations similar to those that occur in the pavements located in the Northeast of Portugal. This paper presents a study in which the viscoelastic properties of asphalt rubber and conventional mixes, related with long-time loading and thermal loading, were determined through static relaxation tests using different test configurations. It also describes the material used, the test configurations applied to evaluate the viscoelastic properties and it finally establishes a comparison between the two mixes studied. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt rubber KW - Bituminous mixtures KW - Flexible pavements KW - Overlays (Pavements) KW - Pavement distress KW - Pavement performance KW - Portugal KW - Temperature KW - Viscoelasticity UR - https://trid.trb.org/view/890130 ER - TY - CONF AN - 01130054 AU - Chou, Chia-pei AU - Chen, Hong-chang AU - University of Iowa, Iowa City TI - Evaluation of Pavement Smoothness Through the Simulation Model of 3-Meter Straightedge SN - 9780874141597 PY - 2007 SP - pp 325-330 AB - The smoothness specification of roadway construction is specified for using 3-meter straightedge in many Asian countries for decades. The acceptance criteria vary depending on the categories of roadway classes. Two parameters, maximum heave and dip of each measurement and standard deviator of one measured section, are used to determine the level of acceptance. For construction’s quality assurance, data are collected for every 1.5 meter interval of sub-sections by using the 3-meter straightedge. It is a very time consuming process for data acquisition and analysis. Therefore, some highway agencies prefer sampling the data and determining the construction quality based on the sampling results which sometime results in a biased judgment. This research work developed a simulation model for analyzing the 3-meter straightedge result based on the automatic and continuous data collection system from inertial profiler. Comparison of analyzed results between the current process and the simulation model is presented. In this study two types of roadway construction are evaluated. They are new pavement sections and mill/ overlaid pavement sections. A total length of 89000 meter of urban street was surveyed by inertial profiler and computer software was developed for the simulation purpose. It is found that 39% of the new pavement sections and 73% of the mill/ overlaid pavement sections do not meet the smoothness specification even though they were accepted by the highway agencies utilizing the current sampling method. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asia KW - Pavement performance KW - Paving KW - Simulation KW - Smoothness KW - Straightedges KW - Surface course (Pavements) UR - https://trid.trb.org/view/890602 ER - TY - CONF AN - 01130053 AU - Momm, Leto AU - Barra, Breno Salgado AU - University of Iowa, Iowa City TI - Evaluation of the Mechanical Performance of Asphalt Pavement Structures Matching Design Methodologies and Laboratory Fatigue Test Data SN - 9780874141597 PY - 2007 SP - pp 37-42 AB - The main aim of this paper is to evaluate the mechanical performance of asphalt concrete pavement structures designed using the method adopted by the Brazilian National Department of Transportation Infrastructure (DNIT). This method adopts the conversion principle of traffic volumes generated from different intensities of load spectra to those related to an equivalent single axle load (ESAL) of 8.2tf. The traffic volume data used to design the relevant pavement structures was taken from research studies conduced by the Brazilian Military Institute of Engineering. These studies were concerned with a highway project, called BR-163, located in the Amazon Region. This highway would form an important route to transport the Brazilian soy produce for international exportation from Brazil’s northern ports. From the traffic data, it was possible to obtain the strain levels generated in every layer of the various pavement structures, using computerized pavement design tools, such as ELSYM 5 and EVERSTRESS 5.0. Special analyses were developed for the bottom of the surface layers to compare traffic damage effect calculated by the DNIT empirical method and that provided by a laboratory fatigue equation. The fatigue equation comprised tensile microstrains generated by the 8.2tf ESAL and by a series of tandem axle loads ranging from 17.0 to 26.0tf. The comparisons of the results have showed a new perspective on how to design pavement structures, allowing to infer that methodologies which use predicted ESAL instead of real load spectra are unsuitable as pavement design tool. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt pavements KW - Brazil KW - Equivalent single axle loads KW - Fatigue strength KW - Fatigue tests KW - Laboratory tests KW - Mechanical properties KW - Pavement design KW - Pavement performance KW - Traffic loads UR - https://trid.trb.org/view/890134 ER - TY - CONF AN - 01130052 AU - Liu, Ming-Lou AU - Chuang, Yi-Fang AU - Chuang, Jui-Chang AU - University of Iowa, Iowa City TI - Dynamic Time Domain Backcalculation of FWD Data SN - 9780874141597 PY - 2007 SP - pp 175-180 AB - A dynamic finite element method is incorporated with an optimization approach to develop a time domain backcalculation program, and it is used to backcalculate and predict the dynamic response of the FWD test from LTPP test sections. The advantage of a time domain analysis is that it can use the time history data directly and is less affected by the error data and the coupling effect between the sensor and asphalt concrete. The predictor-corrector form of Newmark scheme is used for the time integration of the dynamic system, and the pattern search approach of optimization is adopted to perform the backcalculation analysis. First, the backcalculations based on the synthetic data generated by the dynamic finite element program show a good agreement between the predicted and given material properties. Then, the backcalculation is performed to analyze two sets of FWD data collected in the field from the LTPP database; the difference between the prediction and measurement is small. Finally, the backcalculation properties are used to predict the dynamic response of the FWD test in which the deflection time history is from different drop weight; the results show that the predictions and test results agree very well. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt concrete KW - Backcalculation KW - Databases KW - Falling weight deflectometers KW - Finite element method KW - Long-Term Pavement Performance Program KW - Pavement performance KW - Time domain analysis UR - https://trid.trb.org/view/890318 ER - TY - CONF AN - 01130051 AU - Chen, Isaac IC AU - University of Iowa, Iowa City TI - The Possibility of Building a Road Maintenance Fund Scheme to Initiate Pavement Smoothness Incentive in Taiwan SN - 9780874141597 PY - 2007 SP - pp 529-534 AB - Research from Canadian C-SHRP program has found that even a small mitigation to the initial pavement smoothness during the construction period will have a sound benefit to (1) the long term pavement performance (2) cost down of the annual maintenance cost and pavement life cycle cost. If the highway authority provides smoothness incentives to encourage contractors to improve the pavement riding quality, in the long run, the highway authority will earn more rewards from the long term pavement performance. Taiwan will finish her almost island wide expressway network system before year 2010. Due to the limitation of available resource of land and fund, the surface transportation strategies of MOTC will transfer gradually from building new roadway to the needed maintenance operations of the existing network. Due to the governmental regulations constraint, there’s still no pavement smoothness incentive scheme build yet. It’s suggested to initiate a Road Maintenance Fund (RMF) to provide the need money of smoothness incentive. Offer an upper limit of 30% of the project bid for “smoothness bonus” may encourage contractors to finish a better pavement. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Financing KW - Highway maintenance KW - Incentives KW - Life cycle costing KW - Pavement maintenance KW - Paving KW - Smoothness KW - Taiwan UR - https://trid.trb.org/view/890768 ER - TY - CONF AN - 01130050 AU - Haider, Syed Waqar AU - Salama, Hassan K AU - Buch, Neeraj AU - Chatti, Karim AU - University of Iowa, Iowa City TI - Influence of Traffic Inputs on Rigid Pavement Performance Using M-E PDG in the State of Michigan SN - 9780874141597 PY - 2007 SP - pp 85-90 AB - Traffic is one of the key factors influencing performance of Jointed Plain Concrete Pavements (JPCP). The new Mechanistic-Empirical Pavement Design Guide (M-E PDG) uses each axle load distribution to describe traffic loads while classification and count data are also required to represent load repetitions. The latter data are used to calculate hourly, monthly, vehicle class distributions and growth factors. Recognizing the resources that are needed to collect detailed traffic data to accurately characterize future traffic for design, a hierarchical approach has been adopted in the M-E PDG for developing the traffic inputs. It defines three broad levels of traffic data input (Levels 1 through 3) based on the amount of traffic data available. However, it will be more appropriate to develop Levels 2 and 3 traffic inputs to better characterize the traffic within jurisdiction of a state highway agency rather than using default recommended values, which are based on national average. This paper discusses the development of these important traffic inputs and their effects on performance of JPCP in Michigan. TrafLoad software was used to analyze traffic data from twelve (12) weigh stations. Based on the traffic characteristics, these twelve sites were categorized into three traffic levels, low, medium and high. Four sites were allocated to each traffic level and a representative input for traffic loadings and counts were developed within each level. In addition, a satellite sensitivity analyses was conducted to quantify the effects of traffic inputs on various performance measures. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Axle loads KW - Concrete pavements KW - Mechanistic-Empirical Pavement Design Guide KW - Michigan KW - Pavement design KW - Pavement performance KW - Rigid pavements KW - Traffic counts KW - Traffic data KW - Traffic loads UR - https://trid.trb.org/view/890201 ER - TY - CONF AN - 01130049 AU - Xiao, Feipeng AU - Amirkhanian, Serji N AU - University of Iowa, Iowa City TI - Laboratory Investigation of Utilizing High Percentage of RAP in Rubberized Asphalt Mixtures SN - 9780874141597 PY - 2007 SP - pp 445-450 AB - The use of crumb rubber and RAP has proved to be economical, environmentally sound and effective in increasing the performance properties of the asphalt mixtures in recent years. The objective of this research was to investigate the laboratory engineering behavior characteristics of the rubberized asphalt binders and mixtures made with PG 64-22 or a softer binder (PG52-28) containing a high percentage of RAP (30%). Some of the testing used for this research included viscosity, dynamic shear rheometer (DSR), bending beam rheometer (BBR), indirect tensile strength (ITS), resilient modulus, and fatigue life evaluation. The experimental design included the use of one aggregate and RAP source, two virgin binder grades (PG 64-22 and PG 52-28), two types of crumb rubber (ambient and cryogenic), and four rubber contents (0%, 5%, 10% and 15%). The results indicated that: 1) the use of crumb rubber was beneficial in improving the aging resistance of the modified binder and prolonging the fatigue life of the modified mixtures, however, the result indicated a decrease of ITS and resilient modulus values regardless of rubber type; 2) the additional soft binder decreased the influence of aged binder and decreased the resilient modulus values of the mixtures; 3) in most cases, the rubberized mixtures containing PG 52-28 binder did not show a significant difference in fatigue life with those made with PG 64-22 binder regardless of rubber types. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt mixtures KW - Asphalt rubber KW - Bituminous binders KW - Crumb rubber KW - Pavement design KW - Pavement performance KW - Recycled asphalt pavements UR - https://trid.trb.org/view/890701 ER - TY - CONF AN - 01130048 AU - Livneh, Moshe AU - University of Iowa, Iowa City TI - Correcting the DCP Indices to Incorporate Skin-Friction Effects SN - 9780874141597 PY - 2007 SP - pp 337-342 AB - The Mechanistic-Empirical Pavement Design Guide, also known as the 2002 AASHTO Guide for the Design of Pavement Structures, makes use of the CBR subgrade and, through this value, the resilient modulus of the subgrade. These two measures are calculated with the aid of pre-defined correlations given in the Design Guide. The DCP apparatus for this Pavement Design is operated according to the ASTM D6951-Standard Test Method for Use of the Dynamic Cone Penetrometer in Shallow Pavement Applications. This ASTM test method, however, does not take into consideration the skin friction that can develop along the penetrating rod, especially when the DCP rod is not penetrated vertically; as a result, misleading decreased DCP values can be produced. Consequently, a corrective equation is required when the penetration is not performed vertically in order to isolate the skin friction that develops along the rod. For this purpose, torque-moments are measured at various penetration-depths, using the same technique applied in the well-known Vane test. The corrective equations were developed elsewhere and are presented again in this paper. The contribution of this paper is the development of a translation procedure to obtain corrected DCP indices that can be introduced into any given CBR-DCP correlation. Thus, it is suggested that the standard testing procedure include the torque measurement required to rotate the rod at various penetrating depths. When the torque-moments at various penetration depths are available, it is then possible to calculate the corrected DCP values for these depths. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - California bearing ratio KW - Cone penetrometers KW - Mechanistic-Empirical Pavement Design Guide KW - Skin friction KW - Subgrade (Pavements) KW - Testing UR - https://trid.trb.org/view/890611 ER - TY - CONF AN - 01130047 AU - Nardi, Jose Vidal AU - University of Iowa, Iowa City TI - A Methodology for Selecting Treated Bases and Sub-Bases Mixtures for Pavement Design and Construction SN - 9780874141597 PY - 2007 SP - pp 97-102 AB - The southern Brazilian coast presents two characteristics which have been normally not taken into account in projects of roads engineering: the thermoelectrical plants arising waste (fly ash) and the coastal dunes strings (sand soil). Fly ash, hydrated lime and water combine chemically forming cementing compounds by a pozzolanic reaction. This property can specially be applied in the soil type mentioned above, this way cementing the sand grains to projecting bases and sub-bases of pavements. In this research the response surface methodology is used to define mixtures compositions intervals, in order to obtain a new product that satisfies all the road engineering project required conditions. To materials that form cement compounds by a pozzolanic reaction it was investigated the following intervals (original values): 2.0% to 6.0% lime, 13.0% fly ash and 4.27% to 10.12% water (moisture content). Restrictions were imposed to decrease the cost of the pavement layer, limiting to maximum 5% the amount of the most costly component (lime) and to minimum 2 MPa the value to be admitted for compression strength. The adopted methodology can be used as an experimental approach to design and to predict the mixtures to be used in bases and sub-bases of pavements, when many technological restrictions are imposed to the new constructed pavement. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Base course (Pavements) KW - Calcium oxide KW - Fly ash KW - Moisture content KW - Pavement design KW - Paving KW - Pozzolanic action KW - Subbase (Pavements) UR - https://trid.trb.org/view/890209 ER - TY - CONF AN - 01130046 AU - Suleiman, Nabil AU - University of Iowa, Iowa City TI - Evaluation of North Dakota's Local Superpave Mixes' Performance Using the Asphalt Pavement Analyzer SN - 9780874141597 PY - 2007 SP - pp 247-252 AB - The adoption of the Performance Graded (PG) Binder Specifications developed in Superpave has improved asphalt concrete mixture properties, particularly in the northern states. Asphalt binders can now be specifically engineered for North Dakota’s climatic conditions to provide the high temperature deformation resistant properties for high summer temperatures and the low temperature thermal cracking resistance necessary for extremely cold winter temperatures. To meet the expanded PG specifications for extreme temperature conditions, asphalt suppliers usually turn to the use of polymers, acid treatment, foaming, air-blowing, or blending of asphalt. In spite of this, North Dakota has an extensive performance history with non-polymer modified asphalts that meet PG 58-34 specifications. The typical consistency and quality of the asphalt produced from this crude source has for some years been documented. A study has been conducted to evaluate the hot mix asphalt (HMA) performance in locally produced Superpave mixtures. The Superpave mixes were prepared using North Dakota’s locally processed aggregates. Polymer and non-polymer modified asphalt binders from three suppliers were used. Lime was also added to some of the mixes. The HMA performance was evaluated based on the rut resistance of the various Superpave mixes utilizing the Asphalt Pavement Analyzer (APA). The study concluded that non-polymer modified asphalt binders can produce competitive rut resistant Superpave mixes under dry conditions. Although, their rut resistance under submerged conditions was outperformed by the polymer modified mixes, the use of non-polymer modified mixes in North Dakota is still a viable option at current binder cost levels. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt concrete pavements KW - Asphalt Pavement Analyzer KW - Bituminous binders KW - Hot mix asphalt KW - North Dakota KW - Pavement performance KW - Rut resistance KW - Rutting KW - Superpave UR - https://trid.trb.org/view/890469 ER - TY - CONF AN - 01130045 AU - Filho, Silvio Rodrigues AU - de Paiva, Cassio Eduardo Lima AU - University of Iowa, Iowa City TI - Economics Analysis Between Rigid and Flexible Pavement SN - 9780874141597 PY - 2007 SP - pp 193-198 AB - This study identifies the break-even-point between the use of a Rigid or Flexible pavement in function of the traffic and subgrade support related to cost/m2 and discount rate, through CBR method of Flexible pavement Design and PCA/66 Rigid pavement design. Consider intervention scenarios of 10 and 40 years with materials variations referred to the pavement structures of the same monetary and temporal landing through dependent variable Net Present Value (NPV). It shows that wherever design procedure used to define the pavement structure in a roadway enterprise, it is mandatory to follow with an economic analysis using the Life Cycle Cost Analysis (LCCA) concept. The conclusion shows to be mandatory to avoid options of pavement based only on its initial costs. The cost of a pavement involves initial cost and the interventions cost. The simple analysis of initial cost did not show to be the best option throughout the life cycle of a pavement under the point of view of the investor considering the money cost available in the market. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Economic analysis KW - Flexible pavements KW - Life cycle costing KW - Pavement design KW - Pavement performance KW - Rigid pavements UR - https://trid.trb.org/view/890332 ER - TY - CONF AN - 01130044 AU - Santagata, Ezio AU - Barbati, Stefano Damiano AU - University of Iowa, Iowa City TI - Acoustic Absorption Potential of Porous Wearing Course Mixtures SN - 9780874141597 PY - 2007 SP - pp 403-408 AB - In this paper the Authors present the results obtained in an experimental investigation which was carried out to evaluate sound absorption properties of porous bituminous mixtures. By making use of a previously developed standing wave impedance tube, tests were performed on gyratory compacted specimens of various mixtures, characterized by different aggregate structure, binder content and compaction level. Due to the non-homogeneous mass and textured surface of the specimens, acoustic tests were carried out in a number of configurations, with the subsequent calculation of minimum, average and maximum values of the frequency-dependent sound absorption coefficient α. Information extracted from such absorption spectra proved to be coherent with physical expectations and volumetric properties of the mixtures. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Absorption spectra KW - Aggregates KW - Binders KW - Bituminous mixtures KW - Compaction KW - Porosity KW - Sound absorption KW - Wearing course (Pavements) UR - https://trid.trb.org/view/890679 ER - TY - CONF AN - 01130043 AU - Lee, Hosin AU - Kim, Yongjoo AU - Heitzman, Michael AU - University of Iowa, Iowa City TI - Performance Testing for Cold In-Place Recycling with Foamed Asphalt SN - 9780874141597 PY - 2007 SP - pp 367-372 AB - Cold In-place Recycling using foamed asphalt (CIR-foam) is becoming a more common practice in rehabilitating the existing asphalt pavements due to its cost-effectiveness, the conservation of paving materials, and its environmental friendliness. This paper presents impacts of RAP material characteristics on the dynamic modulus and flow number. To evaluate CIR-foam mixture performance over a wide range of traffic and climatic conditions, dynamic modulus test and dynamic flow test were performed on CIR-foam mixtures. The main objective of this study is to determine the influence of RAP material sources on dynamic modulus and flow number of CIR-foam mixtures. Based upon the limited test results, it can be concluded that dynamic modulus of CIR-foam mixtures is influenced by characteristics of residual asphalt binder and amount of fines in the RAP materials. Coarse RAP materials with a small amount of residual asphalt content may be more fatigue resistant at a low temperature but more susceptible to rutting at a high temperature. Flow number is significantly affected by the RAP material sources that the finer RAP materials with a higher amount of the harder binder are more resistant to rutting. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt pavements KW - Cold in-place recycling KW - Dynamic modulus of elasticity KW - Foamed asphalt KW - Pavement maintenance KW - Pavement performance KW - Rehabilitation (Maintenance) UR - https://trid.trb.org/view/890634 ER - TY - CONF AN - 01130042 AU - Priddy, Lucy Phillips AU - Tingle, Jeb S AU - University of Iowa, Iowa City TI - Full-Scale Traffic Tests of Rapid-Setting Materials for Full-Depth Patching of Concrete Pavements SN - 9780874141597 PY - 2007 SP - pp 271-276 AB - Numerous commercial-off-the-shelf (COTS) products have become available for small surface repairs that provide short set times, high early strength, and good durability to withstand heavy loads. These materials have been used successfully for small repairs in the transportation industry, in industrial applications, and for applications where the repair was less than 0.03 m3 (1 ft3). The challenge is applying these products for larger volume repairs while still providing a trafficable surface within three hours of pavement repair. Experience gained from testing these products for full-depth repairs will provide guidance for repair techniques that will expedite opening airfield or highway pavements to traffic and minimize the frequency of maintenance activities. An investigation conducted at the U.S. Army Engineer Research and Development Center (ERDC) in Vicksburg, MS, examined nine rapid-setting repair materials for concrete pavements through full-scale traffic tests. Repairs of approximate volumes of 0.4 m3 (0.5 yd3) were conducted with nine products and evaluated under controlled traffic conditions to determine the ability of the repairs to support the gross load of an F-15E aircraft within three hours of repair. Results of traffic tests identified multiple repair materials that can be used for expedient repair of concrete pavements. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Concrete pavements KW - Patching KW - Pavement maintenance KW - Rapid setting patch materials KW - Repairing KW - Traffic loads UR - https://trid.trb.org/view/890491 ER - TY - CONF AN - 01130041 AU - Shimeno, Shigeru AU - Kawamura, Kazumasa AU - Matsumoto, Daijirou AU - University of Iowa, Iowa City TI - Development of "Hybrid Asphalt Mixture" for Expressway Maintenance SN - 9780874141597 PY - 2007 SP - pp 19-24 AB - Drainage pavement becomes dominant in Japanese expressways and deformation due to the stripping of binder course has been observed recently. Maintenance works for both surface and binder course are costly and time consuming. Therefore, the “Hybrid Asphalt Mixture” with features of both surface texture like drainage pavement and dense part like SMA in one layer was developed to assure the water-resistance of binder course. To develop specific type of mixture, the gradation and mix design method were studied. Particularly, it was difficult to achieve balance between surface texture and water-resistance, and prevention of draindown of the asphalt binder. After intensive laboratory tests and a trial paving, the hybrid asphalt mixture was successfully developed to apply pavement maintenance sites. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Aggregate gradation KW - Asphalt pavements KW - Drainage KW - Expressways KW - Highway maintenance KW - Japan KW - Mix design KW - Pavement performance KW - Surface course (Pavements) UR - https://trid.trb.org/view/890128 ER - TY - CONF AN - 01130040 AU - Ong, Ghim Ping AU - Fwa, Tien F AU - University of Iowa, Iowa City TI - Evaluating Improvement Measures for Wet-Weather Operational Safety SN - 9780874141597 PY - 2007 SP - pp 373-378 AB - Hydroplaning is an important aspect of wet-weather highway safety concerns. Currently the understanding of this phenomenon is primarily based on past experience or experimental studies. Empirically derived rules or measures are widely applied in improving the surface properties of highway pavements to prevent vehicle hydroplaning. Typical improvement measures include longitudinal and transverse pavement grooving, surface texturing techniques, and surface treatment measures to improve pavement microtexture and macrotexture. Due to a lack of in-depth understanding of the skid resistance and hydroplaning mechanisms, researchers could not evaluate the effectiveness of these measures in hydroplaning prevention. The authors, from their earlier works, have developed three-dimensional finite-element models that are capable to simulate hydroplaning of a sliding locked tire. This paper demonstrates the ability of these numerical simulation models in evaluating the effectiveness of different hydroplaning-reducing measures used currently in practice. In particular, the use of pavement grooving and the provision of better pavement surface texture depth are studied in this paper. It is found from the numerical simulations that the use of transverse and longitudinal pavement grooving and higher surface texture depth can increase the hydroplaning speed and skid number at incipient hydroplaning, thereby reducing the risk of hydroplaning. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Countermeasures KW - Finite element method KW - Highway operations KW - Highway safety KW - Hydroplaning KW - Pavement grooving KW - Wet weather UR - https://trid.trb.org/view/890635 ER - TY - CONF AN - 01130039 AU - Lee, Hyun Jong AU - Lee, Jung Hun AU - Park, Hee Mun AU - Kwon, Soo Ahn AU - University of Iowa, Iowa City TI - Development of a Simplified Design Procedure for Determining Layer Thickness in Long Life Pavements SN - 9780874141597 PY - 2007 SP - pp 487-492 AB - The objective of this study is to develop a simplified design procedure for determining the layer thickness satisfying with long life pavements. High modulus asphalt binder for intermediate layer has been introduced and applied in this procedure. To develop the pavement response models for predicting the critical pavement responses, a synthetic database was established using a finite element program with various combinations of layer thickness and modulus. Using the developed synthetic database, this paper suggests the minimum layer thickness and modulus value for long life pavements based on the limited strain level concept. To become a long life pavement, a thickness of intermediate layer should be greater than 175mm (6.89 in.) and the asphalt mix with more than 3.5GPa (507 ksi) of modulus should be used. Measured strain values from the accelerated pavement testing and field test sections have been used to validate the proposed design procedure. It is observed from the validation study that the use of high modulus asphalt mix is capable of reducing the tensile strain at the bottom of AC layer and layer thickness significantly and the proposed procedure can predict the measured strain values from the test sections within an acceptable level. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt mixtures KW - Asphalt pavements KW - Modulus of elasticity KW - Pavement design KW - Pavement layers KW - Perpetual pavements KW - Thickness UR - https://trid.trb.org/view/890741 ER - TY - CONF AN - 01130038 AU - Seino, Masaki AU - Tako, Jun AU - Maruyama, Kimio AU - University of Iowa, Iowa City TI - Project-Level Use of Asphalt Pavement Performance Curve SN - 9780874141597 PY - 2007 SP - pp 427-432 AB - To improve the reliability of pavement life-cycle cost (LCC) calculations, accurate curves are necessary. Conventional calculation methods obtain the typical deterioration trends of the road surface from regional data that are widely dispersed. While such methods may be effective for network-level examination, they are not effective for project-level examination. The network-level deterioration trends often differ from the project-level deterioration trends (i.e., the trends at each site). The authors studied a method of calculating performance curves that considers project-level deterioration trends and dispersion patterns. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt pavements KW - Life cycle costing KW - Pavement maintenance KW - Pavement performance UR - https://trid.trb.org/view/890691 ER - TY - CONF AN - 01130037 AU - Haider, Syed Waqar AU - Salama, Hassan K AU - Buch, Neeraj AU - Chatti, Karim AU - University of Iowa, Iowa City TI - Significant ME PDG Design Inputs for Jointed Plain Concrete Pavements in Michigan SN - 9780874141597 PY - 2007 SP - pp 79-84 AB - The adoption and implementation of the Mechanistic-Empirical Pavement Design Guide (M-E PDG) by various states highway agencies require validation and calibration of its performance models. However, to facilitate the use of the software, sensitivity analyses are warranted as a preliminary step. While this analysis will reveal the most crucial input variables required for the design process, it will also help in identifying the reasonableness and need for calibrating the performance model predictions. The realization of important input parameters will address the type of resources required in implementation. On the other hand, calibration of performance models will assist the state highway agencies to customize the design process for their local needs and practices. Also, it is essential to incorporate the local state agencies pavement design practice in sensitivity analyses process. Therefore, as an initial step, a detailed sensitivity analysis of the M-E PDG is being conducted for Michigan conditions. This paper highlights the process adopted and the results of such analysis for jointed plain concrete pavements (JPCP) in the state of Michigan. The analysis process involves various steps, which include: (a) conducting a preliminary one variable at time sensitivity, (b) incorporating the local design and construction practices, and (c) analyzing a full factorial. The purpose of this preliminary sensitivity investigation was to identify the significant input variables. The short-listed variables were further refined based on the engineering judgment and local practices while levels of the significant variables were selected based on the local design practices. The full factorial multivariate analyses were conducted to highlight both main and interaction effects between various significant variables. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Concrete pavements KW - Mechanistic-Empirical Pavement Design Guide KW - Michigan KW - Pavement design KW - Sensitivity analysis UR - https://trid.trb.org/view/890199 ER - TY - CONF AN - 01130036 AU - ter Huerne, Henny AU - Miller, Seirgei AU - Doree, Andre AU - University of Iowa, Iowa City TI - New Technologies in the Paving Process Need to be Based on "Common Practice" and Operators' Heuristics SN - 9780874141597 PY - 2007 SP - pp 109-114 AB - This paper describes an initiative that aims to integrate process modeling with the tacit knowledge of site personnel in order to accelerate professionalism and widen the application of technology in the asphalt paving process. A preparatory study was conducted to gain insight into operational strategies from operators' perspectives. Interviews and observations confirmed that operational choices in the asphalt paving process depend heavily on craftsmanship, and that the work methods and equipment are mainly selected based on tradition and custom. Furthermore the operators were reluctant to use new (available) technologies. Since improving the paving process requires integrating new technologies with the learning of new work methods. For that task the paper proposes an action research strategy. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt pavements KW - Attitudes KW - Construction and maintenance personnel KW - Construction management KW - Paving KW - Technology UR - https://trid.trb.org/view/890227 ER - TY - CONF AN - 01130035 AU - Mahgoub, Hesham AU - Selim, Ali A AU - University of Iowa, Iowa City TI - Development and Use of Pavement Performance Prediction Model in Small Towns Network Rehabilitation Management SN - 9780874141597 PY - 2007 SP - pp 415-420 AB - A major objective of a pavement management system (PMS) is to assist highway engineers in making consistent and cost-effective decisions related to maintenance and rehabilitation of pavement. The effective pavement management system comprises four distinct but interrelated components: database, pavement rating system, prediction model, and ranking method for selection of annual maintenance and rehabilitation (M&R) program. Statistical analyses were made to develop performance prediction models. The statistical techniques were primarily based on the regression method and applied by using the Statistical Analysis System (SAS). In order to realize the full benefits of the developed performance prediction model, the study also developed a procedure to optimize pavement maintenance strategies for the road network. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Pavement maintenance KW - Pavement management systems KW - Pavement performance KW - Rehabilitation (Maintenance) UR - https://trid.trb.org/view/890686 ER - TY - CONF AN - 01130033 AU - de Aguiar, Charles Silva AU - Falcao, Paulo Roberto Farias AU - de Castro, Li Chong Lee Barcelar AU - de Farias, Marcio Muniz AU - University of Iowa, Iowa City TI - Macro and Microtexture Evaluation of an Urban Road SN - 9780874141597 PY - 2007 SP - pp 331-336 AB - The surface course of a flexible pavement must be stable and provide a safe and comfortable ride for its users. The adherence between the vehicle tires and the pavement surface is of great relevance for user’s safety. This interaction is controlled by the macro and micro texture of the surface. Several research studies confirm the relation between surface texture and surface friction, and their influence on the skid resistance against aquaplaning under wet conditions and critical speeds. One of the most busy roads of Brasilia (capital of Brazil), the L3 avenue, was recently duplicated. A dense concrete asphalt layer was constructed using the most common mineral aggregate applied in pavement services in Brasilia (limestone). This kind of aggregate becomes easily polished and projects using dense mixtures generally produce deficient pavement surfaces in terms of macro and micro texture. This paper presents the results of a survey about the macro and micro texture of the recently built L3 pavement, based on sand patch and British pendulum tests. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Flexible pavements KW - Macrotexture KW - Microtexture KW - Pavement performance KW - Pendulum tests KW - Sand patch method KW - Surface course (Pavements) KW - Urban highways UR - https://trid.trb.org/view/890604 ER - TY - CONF AN - 01130032 AU - Crispino, Maurizio AU - Rampini, Riccardo AU - University of Iowa, Iowa City TI - The Effectiveness of Shot-Peening and Water-Blasting Techniques on Micro and Macrotexture Characteristics of Airport Pavement SN - 9780874141597 PY - 2007 SP - pp 283-288 AB - Surface characteristics of airport pavements certainly represent one of the most important factors influencing airport traffic safety. The ordinary decay of texture characteristics of runways, taxiways and aprons, combined with the additional rubberizing of the runway touch-down zone, demands necessary periodical operations of friction enhancement. Moreover, the recent diffusion of innovative materials for airport pavement applications, such as open graded asphalts filled with cement mortar, requires the definition of appropriate roughening treatments. The most diffused techniques are shot-peening and waterblasting, which respectively make use of the abrasive effect of small steel spheres and high pressure water. Nowadays, the effectiveness of both methods is not clearly quantifiable and the choice of the most suitable treatment and its utilization are still left to personal experience. This paper presents the results of an experimental analysis aimed at evaluating the effectiveness in terms of micro and macrotexture enhancement of both treatments, applied on different airport pavements and under different operative conditions. The tests were made for a variety of materials, which include asphalt concrete and mortar-filled open-graded asphalts, and consider various types of application, such as rubber removal, paintmarks removal and friction enhancement. A comprehensive examination of the records reveals significant analogies between the different methods and applications, even though with some important differences in terms of aggressiveness. A detailed analysis of the data also allowed to correlate the actual values of micro and macrotexture with the possible increment rate obtainable after each treatment cycle, providing a useful predicting tool for researchers and technicians. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Airport runways KW - Friction KW - Macrotexture KW - Microtexture KW - Pavement maintenance KW - Shot peening KW - Surface course (Pavements) KW - Water blasting UR - https://trid.trb.org/view/890499 ER - TY - CONF AN - 01130031 AU - Ishida, Tateki AU - Kawamura, Akira AU - Tako, Jun AU - University of Iowa, Iowa City TI - Using the Driving Simulator to Evaluate Road Surface Roughness SN - 9780874141597 PY - 2007 SP - pp 385-390 AB - Toward better road profile maintenance, this research investigated the relation between International Roughness Index (IRI) and riding comfort and between IRI and sense of security. A driving simulator that reproduces the behavior of vehicles traveling on uneven road surfaces was used for subjective evaluation of the road profile by test subjects. This study used scenarios that simulate passenger cars traveling straight at 4 travel speeds over road with 5 levels of surface roughness. Immediately after each run reproduced on the driving simulator, 21 subjects rated the riding comfort and sense of security on a 5-point scale. As the roughness increased and the travel speed increased, the riding comfort and sense of security decreased. The results are consistent with previous studies, and show the effectiveness of the driving simulator in evaluating road profiles. The use of driving simulators in road profile evaluation makes it possible to avoid the hard work and uncertain factors associated with testing on roads in service. Subjective evaluations by a small number of test subjects might lack objectivity because they reflect personal differences more strongly than subjective evaluation by a large number of test subjects. Questionnaire surveys have the risk of various biases. To establish a more accurate model for evaluating the roughness of road surfaces, the authors consider that physiological indices, such as changes in heartbeat associated with uneven road profiles are useful together with the study of subjective evaluations. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Comfort KW - Driving simulators KW - International Roughness Index KW - Roughness KW - Surface course (Pavements) KW - Travelers UR - https://trid.trb.org/view/890663 ER - TY - CONF AN - 01130030 AU - Cole, Lawrence W AU - University of Iowa, Iowa City TI - Full Depth Pavement Reclamation Using Lime Kiln Dust SN - 9780874141597 PY - 2007 SP - pp 349-354 AB - Full depth reclamation (FDR) is one of the fastest growing techniques for pavement rehabilitation throughout the U.S. and other countries. However, with the exception of coal combustion fly ash, the incorporation of industrial byproducts for FDR stabilization is more limited. Recently, a number of FDR projects have been constructed using lime kiln dust as a stabilization additive. Lime kiln dust, a by-product captured during the production of quicklime, has several favorable features for use in FDR. These include: ingredients for pozzolanic reactions for long-term strength improvement, ease of use, low cost and ready availability throughout much of the United States. This paper describes the full depth reclamation process and the production, constituents and characteristics of lime kiln dust (LKD), including favorable properties for use in FDR. It also describes a recent project in Xenia, Ohio where full depth reclamation was effectively used to rehabilitate city streets. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Calcium oxide KW - Full-depth reclamation KW - Kiln dust KW - Pavement maintenance KW - Rehabilitation (Maintenance) UR - https://trid.trb.org/view/890615 ER - TY - CONF AN - 01130029 AU - Crane, Rebecca A AU - Guthrie, W Spencer AU - University of Iowa, Iowa City TI - Freeze-Thaw Durability of Cement-Stabilized Aggregate Base Material Blended with Reclaimed Asphalt Pavement SN - 9780874141597 PY - 2007 SP - pp 361-366 AB - The purpose of this research was to investigate the effects of reclaimed asphalt pavement (RAP) and cement on the strength and freeze-thaw durability of a recycled aggregate base material typical of northern Utah. The laboratory work included five RAP contents, three cement contents, and two replicate specimens of each treatment. On average, the unconfined compressive strength (UCS) decreased approximately 10 percent with each 25 percent addition of RAP and increased about 30 percent with each 0.5 percent addition of cement. The average UCS of the freeze-thaw specimens was nearly 80 percent of that of the control specimens. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Aggregates KW - Asphalt pavements KW - Base course (Pavements) KW - Cement KW - Compressive strength KW - Freeze thaw durability KW - Recycled asphalt pavements KW - Recycled materials UR - https://trid.trb.org/view/890620 ER - TY - CONF AN - 01130028 AU - Ping, W Virgil AU - Ling, Ching-Chin AU - Dietrich, Bruce AU - Horhota, David J AU - University of Iowa, Iowa City TI - Effect of High Groundwater Level on Roadway Pavements: A Full-Scale Experimental Study SN - 9780874141597 PY - 2007 SP - pp 103-108 AB - High groundwater level exerts detrimental effects on the roadway base and the whole pavement. Roadway pavements must be designed in such a way that water is prevented from entering the places where it can cause damage. This paper presents an experimental study to evaluate the effects of high groundwater level and induced moisture damage on roadway pavements. A full-scale in-lab test-pit study was performed on a simulated flexible pavement layer system subject to dynamic plate loadings under various levels of groundwater condition. The groundwater level was controlled by raising or lowering the water level within a thick subbase/subgrade layer in a large test-pit. The results showed that a minimum 24- inch (61-cm) clearance of the groundwater level in a sandy (A-3 material) subbase/subgrade layer below the bottom of a granular base layer was needed for protecting the pavement base. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Base course (Pavements) KW - Flexible pavements KW - Groundwater KW - Moisture damage KW - Pavement design KW - Subgrade (Pavements) UR - https://trid.trb.org/view/890222 ER - TY - CONF AN - 01130027 AU - Agostinacchio, Michela AU - Olita, Saverio AU - University of Iowa, Iowa City TI - Asphalt Concrete "Inverted Section" Pavements for Long-Life Roads SN - 9780874141597 PY - 2007 SP - pp 493-498 AB - The set-up of new pavement design methods and construction techniques, able to enhance the performance of road infrastructures and in particular of overlay systems, is a problem that is faced by design engineers involved in the road maintenance. To increase the service life allows of reducing the frequency and the costs associated to the pavement rehabilitation, ensuring safety and comfort to the users. The knowledge of the mechanical behaviour and in particular the resistance to distress of a pavement under the action of loads and temperature variations is needed. With this aim, a significant study was performed by the Authors, in particular to evaluate the benefit offered by "inverted section" pavements versus the traditional. The Mechanistic-Empirical Pavement Design Guides Software (M-E PDG 2002 v.900) was used. At first both flexible and semi-rigid pavement sections from the Italian Catalogue for extra-urban roads were considered. For each study case performance deficits were estimated. Then, it was analyzed an inverted section characterized by the interposition of an unbounded layer between the asphalt layers on the top of the structure (wearing-course and binder) and the base. At last, the Authors show the advantages resulting from the use of the inverted section, especially in retarding the propagation of longitudinal cracks, which are a common distress of flexible and semi-rigid pavements. In particular, the service life increment due to the use of inverted instead of traditional sections and the pavement response to thermal and load stresses are evaluated, providing an important reference for experimentations in situ. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt concrete pavements KW - Inverted section pavements KW - Pavement design KW - Pavement distress KW - Pavement performance KW - Service life UR - https://trid.trb.org/view/890744 ER - TY - CONF AN - 01130026 AU - Lee, Hosin AU - Kim, Yongjoo AU - Hwang, Sung-Do AU - Jeong, Kyudong AU - University of Iowa, Iowa City TI - Use of Warm Mix Asphalt Additives for Cold In-Place Recycling Using Foamed Asphalt SN - 9780874141597 PY - 2007 SP - pp 481-486 AB - Asphalt pavement recycling has grown dramatically over the last few years as the most sustainable way to rehabilitate existing asphalt pavements. Recently, Warm Mix Asphalt (WMA) additives have been developed to increase the asphalt binder’s viscosity at warm temperature so that WMA can be produced and placed at lower temperature. The main objective of this paper is to present the use of WMA additives for Cold In-place Recycling using foamed asphalt (CIRfoam). Two WMA additives are evaluated: Aspha-min® and Sasobit®. CIR-foam specimens were prepared using these two WMA additives and subjected to the following tests: indirect tensile strength test, dynamic modulus test, and dynamic creep test. Given thirty gyrations, WMA additives have improved the compactibility of CIR-foam mixtures resulting in lower air voids. Indirect tensile strength of CIR-foam mixtures with Sasobit® is the highest. Dynamic moduli of CIR-foam mixtures with WMA additives are higher than ones without any additive. Flow number of CIR-foam mixtures with Sasobit® is the highest followed by ones with Aspha-min® and ones without any additive. Based on the limited test results, it can be concluded that WMA additives might have a positive effect on CIR-foam mixtures by increasing its resistance to both fatigue cracking and rutting. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt additives KW - Asphalt pavements KW - Cold in-place recycling KW - Foamed asphalt KW - Rehabilitation (Maintenance) KW - Warm mix paving mixtures UR - https://trid.trb.org/view/890737 ER - TY - CONF AN - 01130024 AU - Mohammad, Louay AU - Saadeh, Shadi AU - University of Iowa, Iowa City TI - Evaluation of the Rutting Susceptibility of Louisiana Superpave Mixtures SN - 9780874141597 PY - 2007 SP - pp 229-234 AB - This paper documents the performance of Louisiana Superpave mixtures through laboratory mechanistic tests, mixture volumetric properties, gradation analysis, and early field performance. Five Superpave mixtures were evaluated in this study. One of them were designed for high-volume traffic (>30 million ESALs), two were designed for intermediate-volume traffic (between 3 and 30 million ESALs), and two for low-volume traffic (< 3 million ESALs). Three performance tests: the Frequency Sweep at Constant Height Test (FSCH) Repetitive Shear at Constant Height Test (RSCH) and Simple Shear at Constant Height (SSCH) test were compared to the Asphalt Pavement Analyzer (APA) rut test. The results showed that the FSCH and RSCH were effective in characterizing mixtures susceptibility to rutting. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Field tests KW - Louisiana KW - Pavement performance KW - Rutting KW - Superpave KW - Traffic volume UR - https://trid.trb.org/view/890448 ER - TY - CONF AN - 01130023 AU - Santagata, Ezio AU - Chiappinelli, Giuseppe AU - Riviera, Pier Paolo AU - University of Iowa, Iowa City TI - Experimental Investigation for the Analysis of Cold-Recycled Bituminous Mixtures SN - 9780874141597 PY - 2007 SP - pp 463-468 AB - The Authors present the results obtained in a experimental investigation carried out to provide technical support to the construction of a cold-recycled bituminous sub-base layer of a major Italian motorway. Compliance of the employed materials and of the resulting recycled mixture to requirements set in Technical Specifications and to the adopted job-mix formula were verified by means of laboratory tests. Field observations focused on the evaluation of the void content of the compacted sub-base layer and on its stiffness evolution in the short term curing phase. Finally, mix design was carried out by following a procedure based on the use of the gyratory shear compactor and on the optimization of the composition of the fluid phase. The procedure was validated by performing volumetric and mechanical tests both on the optimized mixture and on a mixture prepared according to the job-mix formula. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Bituminous mixtures KW - Cold mix paving mixtures KW - Mix design KW - Recycled materials KW - Subbase (Pavements) UR - https://trid.trb.org/view/890708 ER - TY - CONF AN - 01130022 AU - Zaghloul, Sameh AU - Elfino, Mohamed AU - University of Iowa, Iowa City TI - Applying Value Engineering Techniques to Pavement Rehabilitation Design Procedures SN - 9780874141597 PY - 2007 SP - pp 409-414 AB - The application of value engineering (VE) procedures to transportation projects has become a prevalent and recognized practice among highway agencies. In addition, legislation has been passed to encourage the practice further. However, despite its apparent widespread use in transportation projects, and even though pavement rehabilitation accounts for a major proportion of any Department of Transportation budget, virtually no applications of VE techniques are reported in the pavement rehabilitation area. In this paper, a number of case studies are presented that demonstrate the potential benefits of applying VE techniques to the pavement rehabilitation design process. It is the intention of the authors to apply VE concepts rather than the formal VE process to this area. In the presented cases, the application of VE techniques resulted in fewer over- and under-designed pavement sections, and therefore to substantially more cost-effective designs. This was achieved not through alteration of the analysis procedure, but through a re-examination of the quality of input data and the way in which the data was utilized within the analysis. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Cost effectiveness KW - Design KW - Pavement maintenance KW - Rehabilitation (Maintenance) KW - Value engineering UR - https://trid.trb.org/view/890681 ER - TY - CONF AN - 01130021 AU - Freeman, Reed B AU - Mason, L Webb AU - Priddy, Lucy Phillips AU - Mann, Travis A AU - University of Iowa, Iowa City TI - Evaluation of Spall Repair Materials for Airfields SN - 9780874141597 PY - 2007 SP - pp 301-306 AB - Airfield maintenance personnel are responsible for preventing any surface pavement materials from becoming dislodged and thus possibly harming aircraft engines. As part of this effort, the repair of spalls and/or unsound concrete on pavements is a critical activity. This paper summarizes the findings of a study that included both field and laboratory testing in order to produce material and procedural guidance for spall repairs on concrete pavements. Also, a testing protocol was developed for cementitious materials for the purpose of identifying those materials that are worthy of further evaluation that would include field placements. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Air bases KW - Airport runways KW - Concrete pavements KW - Materials KW - Pavement maintenance KW - Repairing KW - Spalling KW - Surface course (Pavements) UR - https://trid.trb.org/view/890510 ER - TY - CONF AN - 01130020 AU - Lee, Soon-Jae AU - Kim, Hakseo AU - Akisetty, Chandra K AU - Amirkhanian, Serji N AU - University of Iowa, Iowa City TI - Laboratory Investigation of Recycled Aged CRM Mixtures SN - 9780874141597 PY - 2007 SP - pp 469-474 AB - The recycling for reclaimed asphalt pavements containing crumb rubber modified binder (CRM RAP) is an important issue to investigate since many of these pavements were built over 10~20 years ago and some of them may now be a candidate for recycling. In this study, a laboratory investigation was conducted on the possibility of recycling laboratory-prepared CRM RAP in Superpave mixtures by following a normal recycling practice. Eight mixtures (six recycled mixtures containing laboratory-prepared CRM RAP and two control virgin mixtures) were designed and tested. Two types of aggregates were used in this research project. The CRM RAP used in the study was artificially aged in the laboratory using accelerated aging processes. The percentages of the RAP incorporated into the recycled mixtures were 15, 25, and 35%. Evaluation of all mixtures included the following testing procedures: indirect tensile strength (ITS), Asphalt Pavement Analyzer (APA), and resilient modulus. The results from this study showed that it is possible to incorporate CRM RAP into hot mix asphalt (HMA) using normal recycling practices. Also, the mixture properties were found to highly rely on the aggregate source and virgin binder grade used for recycling. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Aging (Materials) KW - Bituminous binders KW - Crumb rubber KW - Laboratory studies KW - Recycled asphalt pavements KW - Recycled materials KW - Recycling KW - Superpave UR - https://trid.trb.org/view/890732 ER - TY - CONF AN - 01130019 AU - Pereira, Paulo A A AU - Pais, Jorge C AU - Triches, Glicerio AU - Fontes, Liseane P T L AU - University of Iowa, Iowa City TI - Rehabilitation Alternatives Using New Asphalt Rubber Mixtures with Brazilian Materials SN - 9780874141597 PY - 2007 SP - pp 265-270 AB - The Brazilian road network, which is predominantly composed by flexible pavements, has revealed a high rate of deterioration over the last decades. In addition, the heavy-load traffic and the age of the pavements have led one to predict a scenario of rapid deterioration, requiring rehabilitation alternatives to recover their quality. The use of crumb rubber from ground tires in bituminous mixtures for pavement rehabilitation has been used in last thirty years, especially in the USA. However, in Brazil, only a few experiments are known. Thus, the use of asphalt rubber mixtures requires a performance evaluation, trying to incorporate characteristics of local materials (bitumen and crumb rubber), as well as traffic and environmental conditions. The present study intends to develop mixture to improve the fatigue and permanent deformation resistance, taking Brazilian conditions into account. The new mixtures will be adopted as alternative rehabilitation techniques, in order to evaluate their influence in the improvement of the life span of existing pavements. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt rubber KW - Brazil KW - Crumb rubber KW - Flexible pavements KW - Pavement maintenance KW - Pavement performance KW - Rehabilitation (Maintenance) UR - https://trid.trb.org/view/890489 ER - TY - CONF AN - 01130018 AU - Haryanto, Iman AU - Takahashi, Osamu AU - University of Iowa, Iowa City TI - Crack Initiation Assessment of Wearing Course Mixtures Using Aggregate Skeleton Property SN - 9780874141597 PY - 2007 SP - pp 235-240 AB - At normal service temperatures, wearing course asphalt mixtures may have ductile cracking. Aggregate skeleton is important to avoid the premature cracking. This study discusses a relationship between the aggregate skeleton property and crack resistance of wearing course mixtures. Asphalt mixture specimens were prepared using different types of aggregate skeleton. Notched semi circular bending test was conducted to obtain the critical J integral (Jc). The coarse aggregate ratio defined by the Bailey method was introduced to recognize the effect of aggregate skeleton type and Jc. The results showed that the Jc value decreases as the CA Ratio increases. It was proposed that limiting the CA Ratio not more than 0.4 might be useful to obtain HMA mixtures with a high Jc. This study also discussed spherical aggregates models as an aid to illustrate development of the aggregates interlocking, which influences to the cracking. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Aggregate skeleton KW - Aggregates KW - Asphalt mixtures KW - Cracking KW - Wearing course (Pavements) UR - https://trid.trb.org/view/890449 ER - TY - CONF AN - 01130017 AU - Memon, G Mohammed AU - Atha, Terry L AU - University of Iowa, Iowa City TI - Hybridized Modified Asphalt (HMA) with Enhanced PG Plus Characteristics SN - 9780874141597 PY - 2007 SP - pp 31-36 AB - It was observed that this new system of making modified asphalt is based on the mechanism of hybridizing the polymer with crumb rubber by using specialized cross-linking system developed by PhalTech Corporation. The hybridization of polymer with crumb rubber has a couple of positive impacts on the modification of asphalt. This technique of hybridization shows simultaneous improvement for both low and high temperature rheological properties of Hybridized Modified Asphalt (HMA). This new development of making HMA can also lead to successfully transitioning the SUPERPAVE PG SYSTEM into SUPERPAVE PERFORMANCE GRADE (PG) PLUS SYSTEM, which is also the desire of the time. HMA shows significant improvements for both ductility and elastic recovery (ER) of HMA. The hybridization technology allows the system to make a modified binder with enhanced rheological properties of the HMA. It shows four PG bump from AC-5(PG 52-34 to 76-34) improving to AC-60/70, with Ductility of 40 cm, elastic recovery of between 73-75% at 40C. The hybridization technology shows that it can stretch the high temperature PG box by keeping the low temperature rheological properties or the low temperature PG box as it is or with slight improvement. It was also observed that the hybridization technology allows to digest the crumb rubber completely and the solubility test shows over 98% soluble in trichloro ethylene (TCE). This new development opens a new venture in HMA technology for making modified binder with significantly improved PG plus properties like elastic recovery of over 70% @ 40C, using ductilometer technique. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Crumb rubber KW - Hybrid construction KW - Modified asphalt KW - Polymer asphalt KW - Recycling KW - Superpave UR - https://trid.trb.org/view/890131 ER - TY - CONF AN - 01130016 AU - Mun, Sungho AU - Lee, Kwang Ho AU - University of Iowa, Iowa City TI - Traffic Noise Study to Analyze the Effects of Vehicles and Pavement Surface Types SN - 9780874141597 PY - 2007 SP - pp 379-384 AB - The effects of vehicles and pavement surface types on noise have been investigated at the Korea Expressway Corporation’s Test Road along the southbound side of the Jungbu Inland Expressway, South Korea. The study was conducted in 2005 and 2006 through field measurements at nine surface sections of asphalt concrete and Portland cement concrete pavements using eleven vehicles. For the road noise analysis, the sound power levels (PWLs) were calculated based on the novel close proximity (NCPX) and pass-by methods. Then, the characteristics of the PWLs were evaluated according to surface type, vehicle type, and vehicle speed. The results show that the PWLs of vehicles are diversely affected by vehicle speed and the condition of the road surface. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt concrete pavements KW - Portland cement concrete KW - South Korea KW - Speed KW - Surface condition KW - Surface course (Pavements) KW - Traffic noise UR - https://trid.trb.org/view/890642 ER - TY - CONF AN - 01130015 AU - Fortes, Rita Moura AU - Merighi, Joao Virgilio AU - Bandeira, Alex Alves AU - University of Iowa, Iowa City TI - Study of the Bond Strength in the Interface of Porous Concrete And Portland Cement Concrete SN - 9780874141597 PY - 2007 SP - pp 163-168 AB - The porous concrete is used as an overlay layer of Portland cement concrete pavements as a surface layer. The elevated void content associated with a crushed stone makes possible the formation of good macro texture and consequently good frictional characteristics and the drainage of water that occurs between the tire and the pavement interface. These are important characteristics for the driving safety point of view of the airport security. The rain affects the traffic security, because with it there are splash and sprays effects caused by the wheel contributes for the hydroplaning risk. However, this thickness is around 6 to 10 cm and thus being; these materials must work as a composite pavement to guarantee a significant reduction of bending stresses on the concrete slab. In this way the bond strength between both materials is essential for the performance of the thin porous concrete overlay creating itself thus a composed structure of pavement. The research reported in this paper is a part of ongoing research at Mackenzie Presbyterian University to investigate the phenomenon of adherence between the overlay of the porous concrete with cellulose fiber addition and the underlying layer of Portland cement concrete using different interface treatments. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Adhesion KW - Bond strength (Materials) KW - Composite pavements KW - Concrete overlays KW - Porous pavements KW - Portland cement concrete UR - https://trid.trb.org/view/890314 ER - TY - CONF AN - 01130014 AU - Strong, W Alan AU - Woodward, David AU - Woodside, Alan R AU - University of Iowa, Iowa City TI - Sustainability and Highway Surfacing Materials in the UK SN - 9780874141597 PY - 2007 SP - pp 499-504 AB - This paper examines the implications for highway surfacing materials used in the United Kingdom within the wider aspirations of sustainability and the detailed context of minimising the risks in providing longer-term performance for a range of expected in-service characteristics. It traces the development of and specification for highway surfacing materials, drawing from substantial applied research experience. The paper addresses a range of issues being faced by the UK Highway Industry in meeting the ideals of sustainable highway construction, by considering factors arising from risk assessment, raw material availability and suitability, detailed issues of texture depth and early-life skidding resistance, short and long-term material performance and the essential integration of these technical and sustainability considerations. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Pavement performance KW - Paving materials KW - Service life KW - Surface course (Pavements) KW - Sustainable development KW - United Kingdom UR - https://trid.trb.org/view/890745 ER - TY - CONF AN - 01130012 AU - Maina, James W AU - De Beer, Morris AU - Matsui, Kunihito AU - University of Iowa, Iowa City TI - Effects of Layer Interface Slip on the Response and Performance of Elastic Multi-Layered Flexible Airport Pavement Systems SN - 9780874141597 PY - 2007 SP - pp 145-150 AB - The new AASHTO Pavement design guide for flexible pavements is shifting from an experience (or purely empirical) based design method to a mechanistic-empirical (M-E) design method. The latter approach requires an elastic multilayered analysis to compute responses of interest and use empirically established models to determine airport pavement distresses like fatigue cracking of asphalt concrete layer and as well as rutting or plastic deformation. Three different types of compliance models that simulate pavement layer interface slip and introduced into the multilayered elastic analysis freeware known as GAMES are presented in this paper. The GAMES software is capable of analyzing effects of five different types of airport pavement surface loading, namely; vertical, horizontal (shear), torsion, moment and centripetal forces. Airport pavement responses due to multiple loadings are determined by using the superposition concept applicable to linear elastic theory, where responses from each wheel load are decomposed into the x-y-z components before summing-up the responses at each point. In this study, the effect of layer interface slip rate on the critical responses such as (primary) tensile strains as well as strain distortion energies for a flexible runway pavement structure is examined based on strain energy of distortion. The strain energies have, in recent years, received attention as an indication of potential fatigue and/or damage failure criteria. Important environmental effects such as pavement moisture and temperature were, however, not analytically considered in this study. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Airport runways KW - Elastic analysis KW - Flexible pavements KW - Interlayer slip KW - Linear elasticity KW - Mechanistic design KW - Pavement design KW - Pavement performance KW - Tension UR - https://trid.trb.org/view/890237 ER - TY - CONF AN - 01130011 AU - Picado-Santos, Luis AU - Ferreira, Adelino AU - University of Iowa, Iowa City TI - Development and Implementation of a New Pavement Management System SN - 9780874141597 PY - 2007 SP - pp 433-438 AB - The EP (Portuguese Road Administration), decided to build a new Pavement Management System (PMS) for its road network. The corresponding works will be developed till the summer of 2007 and have been made by a team involving staff from the EP, the University of Coimbra and the Technical University of Lisbon. This paper describes briefly the process leading to the creation of the PMS and the activities that will allow its implementation. The works are related with the preparation of the Road Database to use within a Geographic Information System application for the national road network, a Quality Evaluation Tool (QET) to deal with the present pavement conditions and an interactive Scenarios Evaluation Tool (SET) which includes a decision-aid tool based on a segment-linked optimization model for a deterministic pavement performance model (adaptation of the design AASHTO equation), solved by a method developed using genetic algorithm principles. The quality of road pavements is evaluated by an adaptation of the PSI concept. The objective of the SET is to minimize total expected discounted costs over the planning time-span while keeping the road pavements within given quality standards. The SET allows to define, for a given road network and over a given number of periods, the best M&R actions to be taken in each segment and period. The paper contains a reflection on the main developed aspects and presents the way as it is expected the system will be used. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Development KW - Implementation KW - Pavement maintenance KW - Pavement management systems KW - Portugal UR - https://trid.trb.org/view/890694 ER - TY - CONF AN - 01130010 AU - McGhee, Kevin K AU - Clark, Trenton M AU - University of Iowa, Iowa City TI - A Cost-Comparison Methodology for Selecting Asphalt Concrete Mixtures SN - 9780874141597 PY - 2007 SP - pp 181-186 AB - The Virginia Department of Transportation’s Road and Bridge Specifications combine with various special provisions to cover more than 13 asphalt concrete surface mix designations. Although the specifications offer recommendations as to what types of mixes to program for a given set of facility characteristics, local conditions and experiences heavily influence the predominantly selected mix. As construction prices continue to climb while budgets remain flat, local circumstances are more often going to contribute to the selection of the less expensive mixes, especially as long as pavement managers lack a defendable rationale for specifying a more expensive option. This paper describes an economic analysis procedure that is designed to help engineers and managers select the most cost-effective mix. This procedure includes a methodology to estimate expected service life for each mix, which is developed using the system-wide condition ratings for all of Virginia’s Interstate and State primary roads. These ratings reflect performance for at least 6 years of contemporary dense-graded (i.e., Superpave™) mixes and up to 11 years of stone matrix asphalt (SMA). U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt concrete KW - Bituminous mixtures KW - Cost effectiveness KW - Economic analysis KW - Stone matrix asphalt KW - Superpave UR - https://trid.trb.org/view/890328 ER - TY - CONF AN - 01130009 AU - Park, Tae W AU - Kim, Sung Un AU - Park, Nam W AU - Kim, Kwang W AU - University of Iowa, Iowa City TI - Mixing Method Renovation for Reducing Stiffness of Recycled Asphalt Mixture SN - 9780874141597 PY - 2007 SP - pp 451-456 AB - Asphalt mixture reveals a relatively higher stiffness than normal (virgin) asphalt mixture. In conventional hot-mix asphalt recycling process, the reclaimed asphalt pavement (RAP) is mixed with the virgin binder, virgin aggregate and/or recycling agent at the same time. During this process all materials are mixed in a short time period, the aged binder in the RAP is expected to be melting off from the old aggregate and rejuvenated by virgin binder and the rejuvenating agent, if any. To evaluate whether or not RAP binder is well rejuvenated, gel-permeation chromatography (GPC) test was performed for the binders located on virgin and RAP aggregate particles separately in a recycled mixture. It was found that there was a significant difference between oxidation levels of the binders coating RAP and virgin aggregates in the same recycled mixture. The rut-related testing indicated that the mixture by newly developed mixing technique had lower stiffness initially than conventional recycled mixture. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt mixtures KW - Bituminous binders KW - Mixing KW - Recycled asphalt pavements KW - Recycled materials KW - Stiffness UR - https://trid.trb.org/view/890704 ER - TY - CONF AN - 01130008 AU - Maruyama, Kimio AU - Tako, Jun AU - Kaneko, Masayuki AU - University of Iowa, Iowa City TI - Life-Cycle Cost Analysis and Use Policies for Modified Asphalt Pavement SN - 9780874141597 PY - 2007 SP - pp 187-192 AB - This study proposes policies for the use of modified asphalt mixture, by assessing the long-term performance of such pavement and the economic efficiency of using the mixture to extend the pavement lifespan. Quantitative assessment of long-term performance based on follow-up survey of the pavement on national highways was conducted. Performance curves of road surface profiles were defined based on the assessment. Life-cycle cost (LCC) analysis for a 40-year service life was conducted to determine the most effective policies for cost reduction. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt mixtures KW - Economic efficiency KW - Life cycle costing KW - Modified asphalt KW - Pavement performance UR - https://trid.trb.org/view/890330 ER - TY - CONF AN - 01130007 AU - Celik, Osman Nuri AU - Ceylan, Seyfullah AU - Kaya, Mevlut AU - University of Iowa, Iowa City TI - Effect of Carboniferous-Triassic Rock Dust on the Marshall Stabilities of Hot Bituminous Mixtures SN - 9780874141597 PY - 2007 SP - pp 43-48 AB - Hot Bituminous Mixtures are made by mixing the aggregate and bituminous binder at high convenient temperature. Performance of these mixtures is affected mainly by the aggregate types which constitute the main part of the mixture. Aggregate types, gradation, roughness, surface characteristics have effects on the fatigue and rut depth of the mixture. Deformation has occurred on the surface base under traffic loading. Materials used to build the pavement, construction methods and loading patterns are the main factors effecting pavement performance. There are many other factors effecting the pavement performance like binder type and content, fine and coarse aggregate type and content. When any factors mentioned here are not taken into consideration good enough then the yield will be less. It is possible to investigate the effect of each of these factors on the performance and durability of bituminous mixtures. In this work, the effect of Carboniferous-Triassic rock dust as a filler on the Marshall stabilities of HBM is investigated. Service life can be increased by the modification of mixture. Thus, the maintenance period can be reduced. Literature review has shown that the researches on modification of bituminous binder by chemical compound are more frequent then the modification of mixture. There are some researches about the effect of mineral filler on the properties of HBM like fatigue life and plastic deformation. Therefore, as bituminous researcher indicated new investigations conducted on the effect of mineral filler on the properties of mixture are under consideration. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Aggregates KW - Binders KW - Bituminous mixtures KW - Deformation KW - Fillers (Materials) KW - Hot mix asphalt KW - Marshall test KW - Pavement performance KW - Temperature UR - https://trid.trb.org/view/890136 ER - TY - CONF AN - 01130005 AU - Losa, M AU - Leandri, P AU - Bacci, R AU - University of Iowa, Iowa City TI - Measurements of Pavement Macrotexture With Stationary and Mobile Profilometers SN - 9780874141597 PY - 2007 SP - pp 313-318 AB - The ISO 13473-1 provides an equation to estimate Mean Texture Depth (MTD) from Mean Profile Depth (MPD) measurements. Many studies on determination of relations between MTD and MPD have been conducted, but they have not always given the same results. The aim of this work is to describe a data analysis procedure that can estimate MTD values by analysing pavement profiles recorded with stationary and mobile profilometers. For this purpose, a statistical analysis of MPD values obtained with a mobile profilometer was carried out in order to determine the right data analysis procedure; the directional properties of the surface texture were evaluated by analysing profiles recorded in directions: parallel, perpendicular and at 45° to the direction of traffic. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Macrotexture KW - Measurement KW - Pavement performance KW - Profilometers KW - Surface course (Pavements) UR - https://trid.trb.org/view/890533 ER - TY - CONF AN - 01130004 AU - Silva, Hugo MRD AU - Pais, Jorge C AU - Pereira, Paulo A A AU - University of Iowa, Iowa City TI - Study of Aggregate-Mastic Bond Properties in Bituminous Mixtures SN - 9780874141597 PY - 2007 SP - pp 253-258 AB - The durability of bituminous mixtures in the pavement depends on their characteristics (particularly, the voids content) and on weather conditions. In fact, the premature distress of pavements usually occurs in poorly compacted mixtures, especially in the presence of water. The intrusion of water in the bituminous mixtures strips the mastic binder from the aggregates, thus leading to the rupture of the aggregate-mastic bonds, which in the most severe cases is manifested by the disaggregation of the mixture in the surface layer of the pavement. Consequently, the main objective of this work is the study of the aggregate-mastic bond strength of different mixtures and the evaluation of the influence of water and aging on that bond strength. The bond between the mastic and the aggregates is evaluated by using two monotonic tests (tensile and shear). The influence of water and aging is evaluated by comparing the strength of conditioned and unconditioned samples. The main conclusions of this work result from the analysis of the aggregate-mastic bond strength under different test conditions. The influence of the mixtures composition, water and aging conditioning on the bonding properties is observed, as well as the main causes of the aggregate-mastic stripping in dense mixtures, usually applied in situ. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Aggregates KW - Aging (Materials) KW - Bituminous mixtures KW - Bond strength (Materials) KW - Mastic asphalt KW - Moisture content UR - https://trid.trb.org/view/890470 ER - TY - CONF AN - 01130003 AU - Wu, Zheng AU - Flintsch, Gerardo W AU - University of Iowa, Iowa City TI - A Network-Level Optimization Model for Pavement Maintenance and Rehabilitation Programming SN - 9780874141597 PY - 2007 SP - pp 517-522 AB - Network level pavement management systems support the development of pavement maintenance and rehabilitation (M&R) programs and budgets over an entire pavement network. They provide tools and methods for resource allocations and project prioritization. This paper proposes a practical decision-support model for determining optimal M&R network-level policies based on goal programming. The model can handle multiple incommensurable and conflicting objectives while considering probabilistic constraints related to the available budget and agency pavement condition performance targets. The optimization approach builds on previous formulations and adds probabilistic considerations that make the solution more stable and allow incorporating risk in decision-making process. Two optimization objectives, maximization of the total M&R effectiveness and minimization of the total M&R cost, were used to illustrate the process. The implementation of the model in a simple case study showed that its application is practical for supporting the management of pavement M&R that reflects agency goals, resource limitations, and performance targets. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Decision support systems KW - Optimization KW - Pavement maintenance KW - Pavement management systems KW - Programming (Planning) KW - Rehabilitation (Maintenance) UR - https://trid.trb.org/view/890766 ER - TY - CONF AN - 01130002 AU - das Neves, Jose Manuel Coelho AU - Morgado, Joao Gomes AU - University of Iowa, Iowa City TI - Models for the Analysis of Maintenance Strategies Effects on Road Pavements Life Cycle Costs SN - 9780874141597 PY - 2007 SP - pp 211-216 AB - The evolution of road pavement performance over time inevitably requires several maintenance works during its life. The research work is related to road infra-structures management, especially the assessment of different strategies of pavement maintenance based on the analysis of life cycle costs. Bearing in mind the efforts towards the widespread of this kind of methodologies, this work explores the development of an analysis model suitable for the Portuguese conditions incorporating user costs, which are normally not included in the decision-making of infra-structure investments. Starting with a review of the state of the art, the paper discusses the conceptual framework that supports the development of the analysis model. With this new model, it is expected the evaluation of different pavement maintenance strategies based on a life cycle analysis including user costs. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Economic impacts KW - Life cycle costing KW - Maintenance practices KW - Pavement maintenance KW - Portugal UR - https://trid.trb.org/view/890437 ER - TY - CONF AN - 01130001 AU - Zaghloul, Sameh AU - Springer, Jack AU - University of Iowa, Iowa City TI - Actual Applications of LTPP Data for Pavement Research and Management Purposes SN - 9780874141597 PY - 2007 SP - pp 439-444 AB - The Federal Highway Administration’s (FHWA) Long Term Pavement Performance (LTPP) study is a multi-year, multi-million-dollar project being conducted on test sections across North America (originally over 2,500 sections). Objectives of the study are to evaluate existing design procedures; develop improved methodologies and strategies for pavement rehabilitation; develop improved design equations for new / reconstructed pavements; determine the effects of loading, environment, material properties, construction quality, and maintenance levels on pavement distress and performance; determine the effects of specific design features on pavement performance; and establish a national database to support these objectives and meet future highway industry needs. With best practices in equipment calibration, data collection, and quality control having been employed in this program and with many test sections having been monitored for more than 15 years, the LTPP database represents one of the most comprehensive sources of reliable data for pavement information and research needs. Through case studies from projects performed for several Departments of Transportation in North America, this paper presents real life examples that highlight the benefits that can be gained from applying and utilizing LTPP data in pavement research and management studies. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Databases KW - Long-Term Pavement Performance Program KW - Pavement design KW - Pavement management systems KW - Pavement performance KW - Research UR - https://trid.trb.org/view/890696 ER - TY - CONF AN - 01130000 AU - Brown, Ray AU - University of Iowa, Iowa City TI - Importance of Good Construction on Reducing Maintenance Costs SN - 9780874141597 PY - 2007 SP - pp 7-11 AB - It is important that good construction techniques be used during construction of hot mix asphalt (HMA) to ensure an acceptable pavement life without high maintenance costs. When HMA is constructed properly, little to no maintenance should be required for the life of the pavement surface which is typically 15 to 20 years. Thus proper construction techniques will result in almost no maintenance costs for the life of the pavement surface. However, if there are construction problems the performance of the pavement will be reduced resulting in increased maintenance costs. There are a number of construction problems that can lead to loss in performance and increased maintenance costs. Some of the primary construction issues that have been shown to cause pavement performance problems include: inadequate compaction, poor longitudinal joint, non uniformity of materials, improper asphalt content, and poor quality aggregates. The effect of each of these problem areas on pavement performance and maintenance is discussed in this paper. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Aggregates KW - Asphalt content KW - Asphalt pavements KW - Compaction KW - Hot mix asphalt KW - Longitudinal joints KW - Pavement performance KW - Paving KW - Quality control KW - Standardization UR - https://trid.trb.org/view/890125 ER - TY - CONF AN - 01129999 AU - Zelenock, Michael AU - Kvasnak, Andrea N AU - Bausano, Jason AU - Williams, R Christopher AU - University of Iowa, Iowa City TI - Pay Factor Development for Hot Mix Asphalt Pavements Using Fatigue Testing Data SN - 9780874141597 PY - 2007 SP - pp 199-204 AB - Fatigue cracking is a distress experienced by many pavements. The origin of the microcracks can initiate at either the bottom of the pavement or at the surface. In either case, the distress can damage a pavement. The occurrence of premature fatigue cracking can result in early maintenance. A method to encourage construction of pavements that do not fail prematurely due to fatigue cracking is to implement a pay factor system. Payment factors for any type of construction can be difficult to formulate, especially with a material as variable as hot mix asphalt. Many studies have been conducted to investigate which mix design components and performance properties are most useful in determining if a mix will be susceptible to fatigue cracking. Various combinations of gradation, asphalt content, and air voids have been compared to determine which combination is the optimum for producing a mix with the longest fatigue life. The objective of this paper is to develop pay factors based on air voids and asphalt content by employing Monte Carlo simulation for four-point beam fatigue test data. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Cracking KW - Fatigue tests KW - Hot mix asphalt KW - Paving KW - Pay factors KW - Quality control KW - Quality of work UR - https://trid.trb.org/view/890333 ER - TY - CONF AN - 01129998 AU - Cuelho, Eli AU - Mokwa, Robert AU - Akin, Michelle AU - University of Iowa, Iowa City TI - Quantifying the Benefits of Flexible Pavement Preventive Maintenance Techniques - A Synthesis and Survey SN - 9780874141597 PY - 2007 SP - pp 511-516 AB - Preserving and maintaining the nation’s transportation infrastructure is a necessary, but costly endeavor. To ensure that preventive maintenance of flexible pavements is cost effective, periodic evaluations of various preservation treatments are necessary. Although studies have been conducted to evaluate timely and cost effective treatments, it is generally not known how these treatments enhance or extend pavement performance under various climates, traffic loads and soil conditions. An extensive literature review was conducted to synthesize past and ongoing research related to highway pavement maintenance and preservation techniques. The literature review was augmented with a web-based survey that was distributed throughout the U.S. and Canada. To the extent possible, the synthesis identified the adequacy of existing data and methodologies in terms of: 1) establishing appropriate preventive maintenance treatments, 2) evaluating the effectiveness of these treatments, and 3) examining the reported life-cycle cost of various alternatives. Information from the literature review supports the survey results, in that there are few, if any, well-documented and reliable quantitative approaches for selecting the optimum treatment system and for determining when the optimum time occurs for implementing a system. Consequently, this lack of quantifiable metrics necessitates a heavy reliance on the experience of personnel and rules of thumb. Even though a standardized ‘one size fits all’ approach for selecting an appropriate preventative maintenance measure for a given roadway may not be practical, there is clearly a need for additional research to quantify and enhance our understanding of the short and long-term effects that treatment systems have on highway pavement surfaces. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Benefits KW - Flexible pavements KW - Life cycle costing KW - Maintenance practices KW - Pavement maintenance KW - Pavement performance KW - Preventive maintenance UR - https://trid.trb.org/view/890753 ER - TY - CONF AN - 01129997 AU - Haider, Syed Waqar AU - Harichandran, Ronald S AU - University of Iowa, Iowa City TI - Quantifying the Effects of Truck Weights on Axle Load Spectra of Single and Tandem Axle Configurations SN - 9780874141597 PY - 2007 SP - pp 73-78 AB - Axle load spectra have been used in the mechanistic-empirical pavement design guide (M-E PDG). Use of these load spectra provides a more direct and rational approach for the analysis and design of pavement structures to estimate the effects of actual traffic on pavement response and distress. Several studies have shown that axle load spectra (ALS) and gross vehicle weights (GVW) exhibit a bimodal distribution in the field and thus can be characterized by bimodal mixture distribution models. In this paper, the parameters of bimodal mixture models for ALS and GVW are related using traffic data from the LTPP sites in the SPS-1 and the SPS-2 experiments. Also, it is hypothesized that the first peak corresponds to the average axle weight of empty/partially loaded trucks, while the second peak corresponds to the average axle weight of fully loaded trucks. The standard deviations associated with both peaks explain the variations of weights for empty/ partially and fully loaded trucks. Furthermore, the weight factors for each distribution type control the frequency of these trucks in each category. The specific results of this study show that only truck weights of Classes 5, 10 and 11 play a significant role in characterizing axle load spectra for single axle trucks. On the other hand, truck weights of Classes 9, 6 and 8 contribute substantially to axle load spectra involving tandem axles. However, due to the large presence of Class 9 trucks in the traffic stream, this truck type has the most critical role, not only in truck volumes but also in shaping axle load spectra for both single and tandem axle configurations. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Axle loads KW - Gross vehicle weight KW - Mechanistic design KW - Mechanistic-Empirical Pavement Design Guide KW - Single axle loads KW - Tandem axle loads KW - Traffic counts KW - Traffic loads KW - Truck loads KW - Truck traffic UR - https://trid.trb.org/view/890197 ER - TY - CONF AN - 01129996 AU - Won, Moon C AU - University of Iowa, Iowa City TI - Use of Crushed Concrete as Aggregates in Continuously Reinforced Concrete Pavement SN - 9780874141597 PY - 2007 SP - pp 289-294 AB - Most of the Portland cement concrete (PCC) pavements built in the 1950’s and 1960’s are approaching the end of their structural lives, and some of them need rehabilitation in the form of “remove and replace”. From environmental and cost considerations, it would be desirable to reuse the crushed concrete back into the new construction. In 1995, the Texas Department of Transportation (TxDOT) began reconstruction in Houston on a section of IH-10 and the unique aspect of this project was the use of crushed concrete as both coarse and fine aggregates in the new concrete. No virgin aggregates were used. The properties of RCA are consistent with those reported elsewhere: low specific gravity, higher water absorption, sulfate soundness loss, LA abrasion loss, and thermal coefficient. Little variation was observed in the paving operation due to the use of 100 % recycled coarse and fine aggregates. The moisture control of recycled aggregate, especially fine aggregate, is critical in producing consistent and workable concrete. The performance of the reconstructed pavement has been excellent, with tight crack widths and little spalling. Significant differences exist between concretes with RCA and virgin aggregates in modulus of elasticity, and strength. The low modulus of RCA concrete and good bond between recycled coarse aggregates and new mortar appear to be the key ingredients for good pavement performance. Based on the excellent performance, TxDOT revised the specifications in 2004 that allow the use of recycled concrete as coarse aggregate in paving concrete. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Coarse aggregates KW - Continuously reinforced concrete pavements KW - Crushed aggregates KW - Pavement design KW - Recycled concrete KW - Recycled materials UR - https://trid.trb.org/view/890505 ER - TY - CONF AN - 01129995 AU - University of Iowa, Iowa City TI - International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5), Fifth Proceedings SN - 9780874141597 PY - 2007 SP - 558p AB - This book consists of papers presented at the Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5), held in Park City, Utah, USA, on August 8-10, 2007. The book is organized into fifteen sections based on the order of the technical sessions presented at the conference: asphalt pavement materials, concrete pavement materials, pavement construction, asphalt pavement performance modeling, concrete pavement performance modeling, pavement economic analysis, asphalt pavement rehabilitation, concrete pavement rehabilitation and recycling, pavement evaluation, asphalt pavement recycling I, pavement noise and safety, pavement management, asphalt pavement recycling II, sustainable pavement materials, and pavement preservation. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt pavements KW - Concrete pavements KW - Pavement maintenance KW - Pavement management systems KW - Paving KW - Recycling KW - Rehabilitation (Maintenance) UR - https://trid.trb.org/view/890107 ER - TY - CONF AN - 01129994 AU - Wen, Haifang AU - Edil, Tuncer B AU - University of Iowa, Iowa City TI - Laboratory Study of Recycled Asphalt Pavement Materials as Base Course SN - 9780874141597 PY - 2007 SP - pp 457-462 AB - Recycling existing asphalt pavement has become a popular technology for pavement rehabilitation. In this technology, existing pavement materials are pulverized and mixed to form a base course underlying new hot mix asphalt (HMA) layer. Recycling asphalt pavement features cost and energy saving, and environment-friendliness. To properly design the pavement structure using this technology, the engineering properties of recycled materials have to be characterized. This paper presents the characteristics of a recycled asphalt pavement material through laboratory tests, including gradation, moisture-density relationship, California bearing ratio (CBR), and resilient modulus. It was found that the gradation of recycled pavement materials was close to that of conventional crushed aggregate. The CBR values of recycled materials were relatively low. The resilient moduli were close to that of conventional crushed aggregate. The application of test results to pavement rehabilitation was discussed. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt pavements KW - Base course (Pavements) KW - Laboratory studies KW - Pavement maintenance KW - Properties of materials KW - Recycled materials KW - Rehabilitation (Maintenance) UR - https://trid.trb.org/view/890707 ER - TY - CONF AN - 01129993 AU - Allen, Bob AU - Phillips, Paul AU - Woodward, David AU - University of Iowa, Iowa City TI - Comparison of Laboratory Skid Resistance Measurement Techniques SN - 9780874141597 PY - 2007 SP - pp 421-426 AB - Laboratory prediction of highway surfacing skid resistance is an important element of pavement design in the United Kingdom. The prediction method currently used is based on determination of the aggregate polished stone value. The German Werner Shultz test is now proposed as a replacement. This subjects either laboratory prepared asphalt samples or cores extracted from the pavement surface to simulated trafficking and measures their change in skidding resistance. The method has been accepted by German contractors to predict performance of the mix. This paper details an investigation of the Werner Shultz equipment to assess UK asphalt surfacing mixes. The Wehner Schulze data is compared with existing UK methods. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt mixtures KW - Laboratory tests KW - Pavement performance KW - Skid resistance KW - Skid resistance tests KW - Surface course (Pavements) UR - https://trid.trb.org/view/890688 ER - TY - CONF AN - 01129992 AU - das Neves, Jose Manuel Coelho AU - Fernandes, Ana Isabel Capote AU - University of Iowa, Iowa City TI - Road Pavements Design and Traffic Safety - Evaluation of Relationships Between Accident Risk and Functional Properties of Road Pavements SN - 9780874141597 PY - 2007 SP - pp 397-402 AB - Nowadays, the functional properties of road pavements have gained additional significance due to a large supply of new materials and technologies. Ride comfort and safety are the two main goals of functional pavement design. Unfortunately, common pavement design methods only take into account the bearing capacity and an important gain of knowledge is still needed concerning pavement surface properties and its relationship with traffic safety. Since last year, it is being developed a PhD programme at Technical University of Lisbon which main objective is to provide an important contribution to the improvement of the quality of the road network so as to reduce accident severity on Portuguese roads by developing an innovative design methodology of road pavements, considering its functional performance. The paper content is based on the first task of this research work which consists on finding relationships between accident risk and functional properties of asphalt pavements, traffic flow and speed, road layout and weather conditions. For that, a selected group of roads of the Portuguese network have been studied, in order to make available skid resistance, texture and road accident data segregated by site category (bends, approaches to junctions, high gradients). These results and conclusions will be useful for future research, first to model traffic performance behaviours for each wearing course techniques and finally to support a new methodology for the design of functional pavement wearing courses based on traffic safety criteria. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Asphalt pavements KW - Crash risk forecasting KW - Highway curves KW - Highway safety KW - Pavement design KW - Portugal KW - Skid resistance KW - Texture KW - Traffic flow KW - Traffic safety KW - Traffic speed KW - Weather UR - https://trid.trb.org/view/890674 ER - TY - CONF AN - 01129991 AU - Nishiyama, Taizo AU - Bhatti, M Asghar AU - Lee, Hosin AU - University of Iowa, Iowa City TI - Evaluation of Pavements with Thin-Bonded Concrete Overlays through 3D Finite Element Modeling SN - 9780874141597 PY - 2007 SP - pp 67-72 AB - A three-dimensional nonlinear finite element (3D FEA) model of pavement is used to investigate the concrete overlay performance based on the first crack formation in the concrete slab. The analysis clearly shows that the overlay deterioration level and thickness significantly affect the first crack formation. The model is then used to predict the overlay life expectancy with respect to truck annual average daily traffic (truck AADT) and overlay thickness. The predicted overlay life expectancy appears reasonable when compared with typical performance of concrete overlays in the field. It was found that to achieve a reasonable overlay performance, the overlay thickness should be at least seven inches and the existing pavement deterioration level should be less than 70 %. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Annual average daily traffic KW - Concrete overlays KW - Finite element method KW - Pavement performance KW - Thickness KW - Thin bonded overlays KW - Trucks UR - https://trid.trb.org/view/890196 ER - TY - CONF AN - 01129990 AU - Chang, Chieh-Min AU - Chen, Jian-Shiuh AU - Fang, Chien-Cheng AU - University of Iowa, Iowa City TI - Quantify Pavement Segregation SN - 9780874141597 PY - 2007 SP - pp 241-246 AB - Since the identification of segregation on asphalt pavements has been based on visual observations in Taiwan, it is essential to develop a quantitative method to detect presence and severity of segregation. The non-nuclear density device was selected for the field measurements at nine test sites, and cores were taken for laboratory testing. The non-nuclear density difference between segregated and control areas was found to increase with increasing the segregation severity. For medium or heavy segregated areas, the non-nuclear density difference was more than 90 kg/m3. Analyses of the results showed that there was a significant increase in surface texture depth of segregated areas as compared to control areas. In medium or heavy segregated areas, the air voids increased by 20% and the indirect tensile strength decreased by 8% as compared to the control area. The criterion to detect segregation was based on the statistical differences in non-nuclear measured density values with a p-value 0.05. If a statistical difference in non-nuclear density between segregated and control areas existed, the chance of aggregate gradation difference in percent passing the 3/8", No. 4 and No. 8 sieves for medium and heavy segregation was 78% and 64%, respectively. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Aggregate gradation KW - Air voids KW - Asphalt pavements KW - Nonnuclear density gages KW - Quantitative analysis KW - Segregation (Aggregates) KW - Taiwan KW - Tensile strength UR - https://trid.trb.org/view/890460 ER - TY - CONF AN - 01129989 AU - Oliveira, Joel R M AU - Pereira, Paulo A A AU - Picado-Santos, Luis G AU - University of Iowa, Iowa City TI - Rehabilitation Study of Heavily Trafficked Urban Road SN - 9780874141597 PY - 2007 SP - pp 223-228 AB - Rehabilitation of urban roads is usually carried out with special restrictions in order to limit traffic congestion and to assure the link between different routes through the urban areas. Therefore, the user costs resulting from the rehabilitation works should also be taken into consideration in the project phase. The present paper focuses on the analysis of a heavily trafficked urban road rehabilitation project. The original pavement design did not take into account the current traffic levels which are well above the initial values. The pavement is reaching failure in several areas and needs urgent measures to avoid complete failure. The pavement condition is also a result of lack of structural strength and a deficient drainage. Different pavement rehabilitation alternatives were assessed in order to choose the best solution, which should improve the bearing capacity of the pavement, through the rehabilitation of the existing layers and the improvement of the drainage systems, in order to minimize the maintenance operations in the future. The rehabilitation alternatives were also analyzed in terms of the impact of the maintenance operations in the environment. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Environmental impacts KW - Highway traffic KW - Pavement maintenance KW - Rehabilitation (Maintenance) KW - Traffic loads KW - Urban highways UR - https://trid.trb.org/view/890443 ER - TY - CONF AN - 01129988 AU - Cho, Yoon-Ho AU - Kim, Dong-Ho AU - Choi, Seongcheol AU - Won, Moon C AU - University of Iowa, Iowa City TI - Rehabilitation of Continuously Reinforced Concrete Pavement with Bonded Overlay SN - 9780874141597 PY - 2007 SP - pp 277-282 AB - In Texas, many miles of old Portland cement concrete (PCC) pavement need rehabilitation due to their deficient structural capacity and resulting pavement distresses. Bonded concrete overlay (BCO) presents one of the rehabilitation strategies to strengthen PCCP systems. In 1986, the Texas Department of Transportation (TxDOT) constructed a 4-inch BCO on existing continuously reinforced concrete pavement (CRCP) in Houston. A factorial design was developed to evaluate the effects of different materials/design features and the condition of existing pavement. Test sections were placed in accordance with the factorial experiment. Materials included were siliceous river gravel and crushed limestone as coarse aggregates. The use of welded wire fabric and steel fibers was the factors included as design features. Field evaluations were conducted to identify factors responsible for the difference in the performance. Overall, 4-inch BCO provided good performance for the last 20 years. From the surveyed results, welded wire fabric showed better performance than steel fibers. Crushed limestone also provided better performance than siliceous river gravel. The combinations of steel fiber and siliceous river gravel did not perform as well. The conditions of pavements prior to overlay do not appear to have substantial effects on BCO performance. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Bonded concrete overlays KW - Coarse aggregates KW - Concrete overlays KW - Continuously reinforced concrete pavements KW - Crushed limestone KW - Pavement maintenance KW - Portland cement concrete KW - Rehabilitation (Maintenance) KW - Siliceous river gravel KW - Steel fibers KW - Texas KW - Welded wire fabrics UR - https://trid.trb.org/view/890495 ER - TY - CONF AN - 01129987 AU - Rajagopal, Arudi AU - Croteau, Jack AU - Green, Roger AU - Morse, Aric AU - University of Iowa, Iowa City TI - Ohio's Use of Fractured Slab Techniques - A Historical Review SN - 9780874141597 PY - 2007 SP - pp 49-54 AB - For the last 20 years, the Ohio Department of Transportation has been conducting studies to identify appropriate strategies for the mitigation of reflection cracking in in-service composite pavements. Several projects were constructed using various fractures slab techniques, namely crack and seat, break and seat and rubblization, to demonstrate the ability of such techniques as a rehabilitation strategy for retarding reflection cracking in asphalt concrete overlays. Based on an analysis of performance of constructed projects, in conjunction with key variables namely, type of pavement breaker used, extent, pattern and size of broken fragments, traffic, environmental conditions, soil type and condition, ODOT intends to establish a cost-effective rehabilitation strategy for composite pavements. This information will enable the department to better determine what role various fractured slab treatments should play in the overall pavement rehabilitation program. U1 - Fifth International Conference on Maintenance and Rehabilitation of Pavements and Technological Control (MAIREPAV5)University of Iowa, Iowa CityFederal Highway AdministrationAmerican Society of Civil EngineersTransportation Research BoardPark City,UT StartDate:20070808 EndDate:20070810 Sponsors:University of Iowa, Iowa City, Federal Highway Administration, American Society of Civil Engineers, Transportation Research Board KW - Composite pavements KW - Crack and seat treatment KW - History KW - Ohio KW - Pavement maintenance KW - Reflection cracking KW - Rehabilitation (Maintenance) KW - Rubblizing UR - https://trid.trb.org/view/890147 ER - TY - RPRT AN - 01122973 AU - Maryland State Highway Administration AU - Federal Highway Administration TI - At-Grade Intersection Improvement: MD Route 97 Georgia Avenue at Randolph Road PY - 2007 SP - 62p AB - One of the major challenges many state departments of transportation (DOTs) now face is keeping their roadways and communications systems dynamic in light of aging infrastructure, increased congestion and limited transportation dollars. These are the very issues that the Maryland State Highway Administration (MDSHA) is dealing with on the MD-97 (Georgia Avenue) at Randolph Road project in Montgomery County. Together, the FHWA and the MDSHA identified the following skill sets for the MD-97 Accelerated Construction Technology Transfer (ACTT) workshop: Construction; Geotechnical Engineering; Public Relations/Public Involvement; Roadway/Geometric Design; Structures; and Traffic Engineering/ITS/Safety. Each team focused on how the ACTT process applied to its area of expertise. The group as a whole searched for innovative ways to help the MDSHA increase safety and accelerate construction of the MD-97 project. As the workshop progressed, each team summarized its thoughts and narrowed them down to a list of priority recommendations. On the final day, each skill set presented its suggestions to the conference attendees. Now that the workshop is complete, the MDSHA will evaluate the various recommendations and decide which ideas should be implemented as part of the project. KW - Accelerated Construction Technology Transfer program KW - Bridges KW - Construction KW - Geometric design KW - Geotechnical engineering KW - Highway design KW - Improvements KW - Intelligent transportation systems KW - Intersections KW - Maryland State Highway Administration KW - Montgomery County (Maryland) KW - Public participation KW - Public relations KW - Recommendations KW - Traffic engineering KW - Traffic safety KW - Workshops UR - http://www.fhwa.dot.gov/construction/accelerated/mdactt/md_report_81908.pdf UR - https://trid.trb.org/view/884569 ER - TY - RPRT AN - 01120621 AU - Federal Highway Administration TI - Transportation Asset Management Case Studies: Life-Cycle Cost Analysis: The Georgia Experience PY - 2007 SP - 16p AB - The Georgia Department of Transportation (GDOT) has become a nationally recognized leader for innovation and quality in several arenas, including life-cycle cost analysis (LCCA). GDOT founded its pavement design committee in the late 1960s. The members refined GDOT's pavement management strategies throughout the 1970s and 1980s and adopted the agency’s first LCCA guidelines in 1994. GDOT participated in the Federal Highway Administration's (FHWA’s) Demonstration Project 115, Life-Cycle Cost Analysis in Pavement Design, in 1998 and took part in the Advanced FHWA LCCA course, which introduced the FHWA RealCost LCCA software. In 2005 GDOT sought to conduct an LCCA for several projects on I-85 that called for rehabilitating an entire corridor. The agency’s Office of Materials and Research experimented with the FHWA RealCost Software and decided to develop a customized spreadsheet that follows methodology outlined in the FHWA Technical Bulletin Life-Cycle Cost Analysis in Pavement Design (FHWA Publication No. FHWA-SA-98-079). Doing so required extensive work and a number of technical support meetings with the FHWA-Georgia Division Office, Resource Center and Office of Asset Management. By working together, the FHWA and GDOT have identified ways for GDOT to enhance its LCCA practices. In addition, these meetings have provided the opportunity for FHWA to refine the RealCost LCCA software and make it an even more attractive tool for States conducting an LCCA. KW - Asset management KW - Case studies KW - Georgia KW - Georgia Department of Transportation KW - Life cycle costing KW - Pavement design KW - Pavement management systems UR - http://www.fhwa.dot.gov/asset/if07009/if07009.pdf UR - https://trid.trb.org/view/880478 ER - TY - RPRT AN - 01120620 AU - Federal Highway Administration TI - Transportation Asset Management Case Studies: Comprehensive Transportation Asset Management: The Washington State Experience PY - 2007 SP - 20p AB - With factors such as an aging national infrastructure, increasing congestion and limited funds weighing heavily on transportation agencies, State departments of transportation (DOTs) are looking for innovative ways to manage their transportation dollars. One tool that is providing great benefits is Transportation Asset Management (TAM), a strategic approach that strives to provide the best return for each dollar invested by maximizing system performance, improving customer satisfaction and minimizing life-cycle costs. This case study showcases Washington State's use of comprehensive transportation asset management. KW - Asset management KW - Case studies KW - Customer satisfaction KW - Investments KW - Life cycle costing KW - State departments of transportation KW - System performance KW - Transportation infrastructure KW - Washington (State) UR - http://www.fhwa.dot.gov/infrastructure/asstmgmt/cswa07.pdf UR - https://trid.trb.org/view/880467 ER - TY - RPRT AN - 01111211 AU - Michigan Department of Transportation AU - Federal Highway Administration TI - Spanning the Past: The I-94 Rehabilitation Project. Michigan ACTT Workshop PY - 2007 SP - 65p AB - One of the major challenges many departments of transportation (DOTs) now face is keeping these parts the States' roadways and communications systems dynamic in light of aging infrastructure, increased congestion and limited transportation dollars. These are the very issues the Michigan Department of Transportation (MDOT) is dealing with on the I-94 Rehabilitation Project from I-96 to Conner Avenue, Detroit, Michigan. The $1.2 billion project includes reconstruction of 2 major freeway-to-freeway, multi-level interchanges, 67 bridge structures and 6 railroad overpasses; construction of continuous service roads along the corridor; elimination of all left-hand entrances and exits; and the addition of a number of other features. Because the seven-mile corridor serves as a key artery to Detroit and southeast Michigan, traffic disruptions must be kept to a minimum. Stakeholder buy-in and communication are essential to the project's success. With this in mind, MDOT approached the Federal Highway Administration (FHWA) about hosting an Accelerated Construction Technology Transfer (ACTT) workshop for the I-94 Rehabilitation Project from I-96 to Conner Avenue, Detroit, Michigan. KW - Accelerated construction KW - Accelerated Construction Technology Transfer (ACTT) KW - Aging infrastructure KW - Infrastructure KW - Interchanges KW - Michigan KW - Reconstruction KW - Rehabilitation (Maintenance) KW - Road construction UR - https://trid.trb.org/view/870309 ER - TY - RPRT AN - 01105106 AU - Federal Highway Administration TI - Transportation Asset Management Case Studies: Comprehensive Transportation Asset Management: The Ohio Experience PY - 2007 SP - 20p AB - Many of our Nation’s highways are aging and in need of rehabilitation. Traffic congestion is increasing at an alarming rate. Travelers are asking for – and expecting – to be kept abreast of how departments of transportation (DOTs) are managing their assets and planning for the future even as increasing demands and limited funds increase the complexity of those tasks. One tool that is proving invaluable in addressing these issues is Transportation Asset Management (TAM). TAM is a strategic approach that strives to provide the best return for each dollar invested by maximizing system performance, improving customer satisfaction, and minimizing life-cycle costs. This case study showcases the state of Ohio's use of transportation asset management. KW - Asset management KW - Customer satisfaction KW - Highways KW - Investments KW - Life cycle costing KW - Ohio KW - Performance UR - http://ntl.bts.gov/lib/26000/26900/26955/if07029.pdf UR - https://trid.trb.org/view/863941 ER - TY - RPRT AN - 01102364 AU - Federal Highway Administration TI - US 231/I-10 Connector, from US 231 north of Dothan to the Alabama/Florida state line, Dale, Houston, and Geneva counties : environmental impact statement PY - 2007///Volumes held: Draft KW - Alabama KW - Environmental impact statements UR - https://trid.trb.org/view/862325 ER - TY - RPRT AN - 01102360 AU - Federal Highway Administration TI - Three Cities River Crossing, Ada County : environmental impact statement PY - 2007///Volumes held: Draft, Dsum KW - Environmental impact statements KW - Idaho UR - https://trid.trb.org/view/862321 ER - TY - RPRT AN - 01102347 AU - Federal Highway Administration TI - I-69/Trans-Texas Corridor : environmental impact statement PY - 2007///Volumes held: Draft(5v)(v.2,v.4-5 fol), Summary of public comments B1 KW - Environmental impact statements KW - Texas UR - https://trid.trb.org/view/862308 ER - TY - RPRT AN - 01102327 AU - Federal Highway Administration TI - Harrisonburg southeast connector location study, Rockingham County : environmental impact statement PY - 2007///Volumes held: Draft, Final KW - Environmental impact statements KW - Virginia UR - https://trid.trb.org/view/862288 ER - TY - RPRT AN - 01102196 AU - Federal Highway Administration TI - I-49 South, Raceland to the Westbank Expressway, Route US 90, Jefferson, Lafourche, and St. Charles parishes : environmental impact statement PY - 2007///Volumes held: Draft, Dapp, F, Fapp(2v) KW - Environmental impact statements KW - Louisiana UR - https://trid.trb.org/view/862157 ER - TY - RPRT AN - 01102145 AU - Federal Highway Administration TI - United States Highway 8, WIS 35(N) to US 53, Polk and Barron Counties : environmental impact statement PY - 2007///Volumes held: Draft, Final KW - Environmental impact statements KW - Wisconsin UR - https://trid.trb.org/view/862106 ER - TY - RPRT AN - 01102144 AU - Federal Highway Administration TI - Interstate 73 from I-95 to the Myrtle Beach region : environmental impact statement PY - 2007///Volumes held: Draft, Final KW - Environmental impact statements KW - South Carolina UR - https://trid.trb.org/view/862105 ER - TY - RPRT AN - 01102108 AU - Federal Highway Administration TI - Plattsmouth Bridge Study, Cass County, Nebraska, and Mills County, Iowa : environmental impact statement PY - 2007///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/862069 ER - TY - RPRT AN - 01101160 AU - Federal Highway Administration TI - Wilmington Bypass, US 17 to US 421, Brunswick County, New Hanover County : environmental impact statement PY - 2007///Volumes held: Draft, Final(2v) KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/861123 ER - TY - RPRT AN - 01090484 AU - Federal Highway Administration TI - Transportation Asset Management Case Studies: Comprehensive Transportation Asset Management: The North Carolina Experience, Part One PY - 2007 SP - 12p AB - Once considered a rural State, North Carolina now boasts an estimated population of 8,683,242 individuals, with 7 million licensed drivers and more than 7.5 million registered vehicles. This report discusses North Carolina's efforts in transportation asset management. It relates the state's needs assessment undertaking, and its adoption of a long range statewide transportation plan. KW - Asset management KW - Long range planning KW - Needs assessment KW - North Carolina KW - Transportation planning UR - http://www.fhwa.dot.gov/infrastructure/asstmgmt/wsnc07.pdf UR - https://trid.trb.org/view/850755 ER - TY - RPRT AN - 01088866 AU - Federal Highway Administration TI - Transportation Asset Management Case Studies: Economics in Asset Management: The Ohio-Kentucky-Indiana Regional Council of Governments Experience PY - 2007 SP - 24p AB - The Ohio-Kentucky-Indiana Regional Council of Governments (OKI), the Metropolitan Planning Organization (MPO) located in Cincinnati, is engaged in a process to improve its ability to plan transportation improvements through the use of economic analysis methods. The Federal Highway Administration's (FHWA's) Office of Asset Management has selected OKI as a case study for applications of economic analysis in transportation asset management. This case study summarizes the experience, highlighting the process, challenges, and potential rewards of the implementation of economic analysis techniques in MPO planning. KW - Asset management KW - Case studies KW - Economic analysis KW - Indiana KW - Kentucky KW - Metropolitan planning organizations KW - Ohio KW - Regional planning KW - Transportation planning UR - http://www.fhwa.dot.gov/infrastructure/asstmgmt/wsoki07.pdf UR - https://trid.trb.org/view/849405 ER - TY - RPRT AN - 01088865 AU - Federal Highway Administration TI - Columbus, Ohio ACTT Workshop: Enhancing Mobility - The I-70/I-71 South Innerbelt Corridor PY - 2007 SP - v.p. AB - Accelerated Construction Technology Transfer (ACTT) is a process that brings together public- and private-sector experts from across the country in a setting that encourages flexibility and innovation. The goal is to recommend technologies that will accelerate construction time while reducing user delay and community disruption. This necessitates a thorough examination of all facets of a highway corridor with the objective of improving safety and cost effectiveness while minimizing adverse impacts to the traveling public. The Ohio Department of Transportation (oDOT) hosted an ACTT workshop for the I-70/I-71 South Innerbelt Corridor project. The workshop was held January 9-11, 2007 in Columbus, Ohio. The following skill sets were established for the project: Construction/Maintenance of Traffic, Innovative Contracting and Financing, Traffic Engineering/Intelligent Transportation Systems, Structures (Major Bridges), Retaining Walls Geotechnical Engineering, Roadway/Geometric Design, Right-of-Way (ROS)/Utilities/Railroad Coordination, and Environmental. A major goal was to find innovative funding for the $850 million project. KW - Accelerated Construction Technology Transfer program KW - Beltways KW - Bridges KW - Columbus (Ohio) KW - Construction KW - Contracting KW - Cost effectiveness KW - Environmental impacts KW - Financing KW - Flexibility (Goal attainment) KW - Geometric design KW - Geotechnical engineering KW - Highway corridors KW - Highway safety KW - Highway traffic KW - Innovation KW - Intelligent transportation systems programs KW - Mobility KW - Public utilities KW - Railroads KW - Retaining walls KW - Right of way (Land) KW - Traffic engineering KW - Traffic flow UR - https://trid.trb.org/view/849596 ER - TY - RPRT AN - 01088853 AU - Federal Highway Administration TI - Idaho ACTT Workshop: Embracing Innovation - The I-84 Corridor Improvements Project PY - 2007 SP - v.p. AB - Accelerated Construction Technology Transfer (ACTT) is a process that brings together public- and private-sector experts from across the country in a setting that encourages flexibility and innovation. The goal is to recommend technologies that will accelerate construction time while reducing user delay and community disruption. This necessitates a thorough examination of all facets of a highway corridor with the objective of improving safety and cost effectiveness while minimizing adverse impacts to the traveling public. The Idaho Department of Transportation (IDOT) hosted an ACTT workshop for the I-84 Corridor Improvements project. The workshop was held February 13-15, 2007 in Boise, Idaho. The following skill sets were established for the project: Construction, Pavements/Geotechnical and Materials, Innovative Contracting, Maintenance and Operations, Public Relations, Roadway Design/Utilities, Structures/Railroad Coordination, and Traffic Operations/Intelligent Transportation Systems (ITS). The goals of the corridor improvements project are to (1) reconstruct 22 miles of the corridor, including interchanges, and (2) reduce the construction timeframe from 12 to 6 years. KW - Accelerated Construction Technology Transfer program KW - Construction KW - Construction projects KW - Contracting KW - Cost effectiveness KW - Flexibility (Goal attainment) KW - Geotechnical engineering KW - Highway corridors KW - Highway design KW - Highway maintenance KW - Highway operations KW - Highway safety KW - Idaho KW - Improvements KW - Innovation KW - Intelligent transportation systems KW - Interstate highways KW - Materials KW - Pavements KW - Public relations KW - Public utilities KW - Railroads KW - Reconstruction KW - Structures UR - https://trid.trb.org/view/849561 ER - TY - RPRT AN - 01088811 AU - Federal Highway Administration AU - Federal Transit Administration TI - The Transportation Planning Process: Key Issues. A Briefing Book for Transportation Decisionmakers, Officials, and Staff PY - 2007 SP - 73p AB - This book provides government officials, transportation decisionmakers, planning board members, and transportation service providers with an overview of transportation planning. It contains a basic understanding of key concepts in statewide and metropolitan transportation planning, along with references for additional information. Part I discusses transportation planning and its relationship to decisionmaking. Part II presents short descriptions of important policy and planning topics. Some of the specific topics covered include freight movement, land use, air quality, performance measures, public involvement, and transportation asset management. KW - Air quality KW - Asset management KW - Decision making KW - Freight traffic KW - Land use KW - Metropolitan areas KW - Performance measurement KW - Policy KW - Public participation KW - States KW - Transportation planning UR - http://www.planning.dot.gov/documents/BriefingBook/bbook_07.pdf UR - https://trid.trb.org/view/849436 ER - TY - RPRT AN - 01082880 AU - Federal Highway Administration TI - International Scan on Freight Mobility and Intermodal Connectivity in China: Trip Summary PY - 2007 SP - 17p AB - The purpose of this scan was to identify the key characteristics and the potential applications to the U.S. context of the investment strategies adopted by Chinese officials to foster freight mobility and intermodal connectivity in support of their global competitiveness. The major observations from this scan are organized in four categories--China's economic growth and driving forces; transportation infrastructure development; governmental structure, decision-making and analysis; and global shipper/carrier perceptions. KW - Carriers KW - China KW - Connectivity KW - Container terminals KW - Decision making KW - Economic factors KW - Economic growth KW - Federal government KW - Freight mobility KW - Freight traffic KW - Freight transportation KW - Infrastructure KW - Inland waterways KW - Intermodal terminals KW - International competition KW - International trade KW - Investments KW - Policy KW - Ports KW - Railroads KW - Shippers KW - Strategic planning KW - Study tours KW - Transportation infrastructure KW - Trucking UR - http://international.fhwa.dot.gov/pubs/asiafreight/summary.pdf UR - https://trid.trb.org/view/842189 ER - TY - RPRT AN - 01081483 AU - Federal Highway Administration TI - Hydraulics Laboratory Fact Sheet: Research that is Essential, Indispensable, and Connected to our Customers PY - 2007 SP - 2p AB - The Turner-Fairbank Highway Research Center's Hydraulics Laboratory is a state-of-the-art facility used to conduct a variety of experiments pertaining to water. Among other things, this laboratory provides a means of testing the hydraulic properties of submerged bridges and the hydraulic properties of highway drainage structures and stream crossings. The laboratory provides operational engineers with the design tools needed to complete their tasks. For example, engineers have used the facility to solve stream stability problems, develop design standards for bridges in high flood risk areas, and contribute to design standards for scouring around bridge piers and submerged bridge decks. This fact sheet provides a detailed description of the Hydraulics Laboratory and its major components, lists its accomplishments, and comments on the laboratory staff expertise. The Hydraulics Laboratory has partnered with many state departments of transportation, as well as local and federal agencies. KW - Bridge design KW - Bridges KW - Drainage structures KW - Expertise KW - Flood plains KW - Hydraulics KW - Laboratories KW - Partnerships KW - Personnel KW - Research KW - Scour KW - Stream crossings KW - Stream stability KW - Test facilities KW - Turner-Fairbank Highway Research Center UR - https://trid.trb.org/view/840702 ER - TY - RPRT AN - 01081116 AU - Federal Highway Administration AU - Environmental Protection Agency AU - Natural Resources Conservation Service TI - Roadside Weed Management PY - 2007 SP - 369p AB - Invasive species have come from many sources. Many are from other parts of the world, introduced by accident, or to fulfill some horticultural or agronomic purpose; others are natives adapted to distributed habitats. Their propagules are carried by the wind or in water, or by animals and people in fur or feathers, clothing, or the tires of vehicles. Because weeds are so mobile, effective management needs to take a landscape perspective. Roadway management practices are a critical part of any landscape-scale invasive plant control effort. In addition to providing transportation routes of vehicular plant hitchhikers, the construction and management of roadsides affects the subsequent spread of undesirable species. This handbook is a most welcome guide to best management practices for invasive species control along roadsides. This book contains essays on prevention and control of pest plant invasions, as well as summaries of relevant regulations and policies at federal and state levels. Perhaps the most valuable contributions are the state-by-state compilations of noxious species lists and agency contracts. This information widens the vision to a landscape perspective and facilitates regional dialogs. This handbook, together with the earlier handbook, Roadside Use of Native Plants, contains a wealth of information on an ecologically sound approach to building and maintaining transportation corridors. Drawing on the expertise of seasoned professionals from across the United States, these references are an invaluable guide for roadside managers, as well as conservation students and professionals in a variety of fields. KW - Best practices KW - Policy KW - Policy making KW - Public participation KW - Revegetation KW - Roadside KW - Roadside flora KW - Roadside improvement KW - Vegetation KW - Vegetation control KW - Weed control KW - Weeds KW - Wetlands UR - https://trid.trb.org/view/839650 ER - TY - CONF AN - 01080910 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Turnbull, Katherine F TI - The Metropolitan Planning Organization, Present and Future: Summary of a Conference SN - 9780309113052 PY - 2007 IS - 39 SP - 106p AB - This conference brought together approximately 125 individuals involved in regional governance--from national, state, regional, and local agencies and from the public, private, and academic sectors. The conference goals were to explore (a) the organizational structure of metropolitan planning organizations (MPOs), including their operating and personnel relationships with other governmental institutions; (b) the current state of the practice for regional decision making among MPOs of various sizes; (c) approaches to integrating a wide array of additional considerations into the MPO planning process, including freight, operations, safety, asset management, and environment; (d) approaches to institutionalizing an integrated approach to comprehensive planning, beyond developing transportation plans; and (e) development of relationships with local decision-making bodies within the MPO region that are responsible for carrying out the MPO-developed vision for the region. Two workshops—one on safety and planning and the other on environmental issues—were held at the beginning of the conference. During the conference, topics were introduced and discussed in panel sessions and breakout sessions. A series of mini–peer exchanges was organized for topics suggested by the participants in a preconference survey. The mini–peer exchange topics were MPO networks, training and research, staffing, and economic development. The exchanges were informal discussions of topics critical to the participants. This conference summary report is based on the conference agenda and includes summaries of the presentations made in each conference session, as well as a summary of the participants’ discussions in the final breakout sessions. The breakout sessions focused on MPO organizational structures; implementing decisions; finance; working with decision makers; private funding; transit, bicycle, and pedestrian planning; land use; freight planning; operations; security and emergency response; and research and capacity building. U1 - The Metropolitan Planning Organization, Present and FutureTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWashington,DC,United States StartDate:20060827 EndDate:20060829 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration KW - Asset management KW - Bicycles KW - Capacity building KW - City planning KW - Conferences KW - Decision making KW - Economic development KW - Environmental impacts KW - Financing KW - Freight traffic KW - Future KW - Land use planning KW - Metropolitan planning organizations KW - Network analysis (Planning) KW - Organizational effectiveness KW - Organizational structure KW - Pedestrians KW - Peer exchange KW - Public transit KW - Regional planning KW - Research KW - Safety KW - Security KW - Selection and appointment KW - State of the practice KW - Training KW - Transportation planning KW - Workshops UR - http://www.trb.org/Publications/Blurbs/159366.aspx UR - https://trid.trb.org/view/840392 ER - TY - RPRT AN - 01080036 AU - Federal Highway Administration AU - Institute of Transportation Engineers (ITE) AU - American Public Works Association AU - American Association of State Highway and Transportation Officials (AASHTO) AU - ITS America TI - National Traffic Signal Report Card Technical Report 2007 PY - 2007 SP - 61p AB - Appropriately designed, located, operated and maintained traffic signals can: (1) provide for the smooth flow of traffic along streets and highways at defined speeds, thereby reducing congestion; (2) increase the traffic-handling capacity of intersections to improve mobility through the use of appropriate layouts and control measures and regular reviews and updates to the operational parameters; and (3) reduce the number of stops a vehicle makes, thereby: a) lessening the negative impacts to air quality; and b) reducing fuel consumption. The purpose of this report is to: 1) assess the current state of traffic signal management and operation; 2) identify deficiencies in traffic signal systems and highlight ways to improve operation; 3) bring attention to the current state of traffic signal systems; 4) create awareness of the congestion-reducing benefits of good traffic signal management and operation; 5) provide a benchmarking tool for jurisdictions to identify opportunities for improvement in traffic signal management and operation; 6) present changes since the 2005 National Traffic Signal Report Card; and 7) highlight success stories that have emerged since the 2005 National Traffic Signal Report Card. KW - Air quality KW - Benchmarks KW - Benefits KW - Equipment maintenance KW - Fuel consumption KW - Highway capacity KW - Highway operations KW - Highway traffic control KW - Mobility KW - Signalized intersections KW - Stopping KW - Traffic congestion KW - Traffic flow KW - Traffic signal control systems KW - Traffic signal timing KW - Traffic signals KW - Traffic speed UR - http://www.ite.org/reportcard/2007/technical_report_final.pdf UR - https://trid.trb.org/view/839171 ER - TY - CONF AN - 01079292 AU - American Association of State Highway and Transportation Officials (AASHTO) AU - National Cooperative Highway Research Program AU - Federal Highway Administration TI - AASHTO Safety Leadership Forum III, Phoenix, Arizona, May 6, 2007 SN - 9781560513872 PY - 2007 SP - 17p AB - State departments of transportation attendees at the third American Association of State Highway and Transportation Officials (AASHTO) Safety Leadership Forum considered critical steps toward achieving desired state and national transportation safety improvement goals. They heard about the successes of three states - Iowa, Michigan, and Washington - in developing a culture of traffic safety. Critical factors common to the three states included: a strong emphasis on obtaining and widely distributing traffic accident data and analysis tools, promoting broad-based collaboration among state and local agencies, and focusing on an aggressive statewide safety goal. Further discussion considered innovative strategies and best practices, especially in the areas of data sharing and local roads, and driver behavior countermeasures. The AASHTO board of directors adopted a new goal to reduce highway fatalities by half over the next two decades. U1 - AASHTO Safety Leadership Forum IIIAmerican Association of State Highway and Transportation Officials (AASHTO)Federal Highway AdministrationPhoenix,Arizona,United States StartDate:20070506 EndDate:20070506 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration KW - Behavior KW - Best practices KW - Cooperation KW - Countermeasures KW - Crash data KW - Data sharing KW - Drivers KW - Fatalities KW - Highway safety KW - Information dissemination KW - Innovation KW - Interagency relations KW - Iowa KW - Leadership KW - Local government agencies KW - Local roads KW - Michigan KW - State departments of transportation KW - State government agencies KW - Strategic planning KW - Traffic crashes KW - Traffic safety KW - Washington (State) UR - https://trid.trb.org/view/836792 ER - TY - SER AN - 01079267 JO - TechBrief PB - Federal Highway Administration TI - Drivers' Evaluation of the Diverging Diamond Interchange PY - 2007 SP - 12p AB - In recent years, the Federal Highway administration (FHWA) has been advocating novel intersection designs as a way to promote intersection safety while meeting the often conflicting demands for increasing capacity, decreasing congestion, and minimizing the cost of new infrastructure. One of these novel designs is the diverging diamond interchange (DDI). The DDI design accommodates left-turning movements at signalized, grade-separated interchanges of arterials and limited-access highways while eliminating the need for left-turn phasing. On the arterial, traffic crosses over to the left side of the roadway between the modes of the interchange. Two-phase traffic signals are installed at the crossovers. Once on the left side of the arterial roadway, vehicles can turn left onto limited-access ramps without stopping and without conflicting with through traffic. The DDI design provides a theoretical safety benefit because it reduces the number of potential conflict points through th elimination of potential crossing conflicts between vehicles turning left onto the highway and opposing arterial traffic. Besides the potential safety benefits of the DDI, the design also offers operational and cost benefits over alternatives at grade-separated interchanges. KW - Arterial highways KW - Diamond interchanges KW - Grade separations KW - Highway capacity KW - Highway design KW - Highway safety KW - Highway traffic control KW - Intersection elements KW - Intersections KW - Left turns KW - Signalized intersections KW - Traffic conflicts UR - http://www.fhwa.dot.gov/publications/research/safety/07048/index.cfm UR - http://ntl.bts.gov/lib/30000/30500/30598/07048.pdf UR - https://trid.trb.org/view/836625 ER - TY - CONF AN - 01076826 AU - Saak, Joshua E AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Using Road Diets to Integrate Land Use and Transportation – The East Boulevard Experience PY - 2007 SP - 14p AB - Communities across the country have had positive experiences in reducing the number of travel lanes on major thoroughfares. Often referred to as “road diets”, ideal candidates are usually four-lane roadways without a center turn lane or provisions for separate left turn bays that carry 12-18,000 vehicle trips per day, though some roads may carry up to 25,000 vehicles per day and still benefit from the conversion. The City of Charlotte (NC) recently converted East Boulevard, a four lane arterial roadway with an average daily traffic volume of 21,400 vehicles, to a three lane facility with a center turn lane, planted medians, pedestrian refuge islands, and bike lanes. The conversion was performed in order to promote the vision for the East Boulevard corridor as a balanced, multi-modal, tree-lined avenue with pedestrians on sidewalks filled with amenities including sidewalk cafes, public art and smaller commercial development. In this type of environment, people should feel comfortable moving along the corridor on foot, by bicycle, on transit or via private automobile. This paper is devoted to the process of road diet implementation, from the initial traffic study to community involvement, construction and before/after studies of traffic flow. As road diets can be counterintuitive in purpose, it also details specific pitfalls that city or state agencies may experience in the conversion process. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Before and after studies KW - Charlotte (North Carolina) KW - City planning KW - Communities KW - Community involvement KW - Land use planning KW - Road diets KW - Traffic flow KW - Traffic volume KW - Travel lanes UR - https://trid.trb.org/view/830297 ER - TY - CONF AN - 01076824 AU - Trueblood, Michael T AU - McLaughlin, Thomas AU - Roseman, Kevin AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Managing Congestion Levels through Improved Signal Timing PY - 2007 SP - 18p AB - Within the US, there is an on-going need to decrease both congestion levels and air emissions. One of the most cost beneficial ways of achieving this is through improved signal timing. HDR recently completed two projects with widely differing scales. One was located in Westchester County, New York, while the other was in Fort Walton Beach, Florida. The main goal on each project was to improve traffic operations through varying degrees of improved signal timing thus leading to decreased congestion levels. The Westchester County HDR Project (overall project included the analysis of 700 signals by two prime consultants) consisted of 80 corridors that included over 350 signalized intersections including, 15 municipalities in southern Westchester including Younkers and New Rochelle. Due to the size of the study area, a very comprehensive approach was required to complete the project effectively. The paper will provide a brief discussion of the project tasks. For each corridor, two levels of signal phasing/timing improvements were developed. The first used existing signal equipment as is without any improvements, while the second suggested signal equipment improvements along with improved timing plans. The CMAQ (Congestion Mitigation and Air Quality) funded project was intended to improve traffic LOS and decrease emissions, both mobile and idling. The Fort Walton Beach Project focused on one of the heaviest traveled roadways within the Florida Panhandle. The main focus was along US 98 between Beal Parkway and Convention Center/Pier Road. The approach to this project was similar to the Westchester County Project, but on a much smaller scale. Due to the existing congestion levels experienced along US 98, this project also included the use of VISSIM to evaluate the potential benefits that could be achieved both in the short and long term. It was determined that improved signal timing (along with converting intersecting roadways to one-way roadways for the long term) could potentially improve traffic operations for approximately 10 years. The intent of this paper is to reinforce the need to continually monitor and improve signal timing plans to manage and decrease traffic congestion. As traffic continues to increase, managing congestion through improvements in signal timing and signal infrastructure will become more and more important to decreasing air emissions in cities across the country. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Air quality management KW - Congestion management systems KW - Congestion Mitigation and Air Quality Improvement Program KW - Engine idling KW - Level of service KW - Pollutants KW - Traffic congestion KW - Traffic signal controllers KW - Traffic signal cycle KW - Traffic signal timing UR - https://trid.trb.org/view/830283 ER - TY - CONF AN - 01076818 AU - Hunkin, Peter AU - Body, Andrew AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Trade-offs in Road Pricing: The Auckland Road Pricing Evaluation Studies PY - 2007 SP - 24p AB - Traffic congestion is a significant problem for Auckland, as it is in most large cities, though the situation in Auckland is exacerbated by the extreme topographical constraints and limitations on infrastructure investment. Auckland’s congestion is largely the result of insufficient investment in infrastructure and public transport in previous decades and the dispersed nature of development in Auckland and surrounding cities that make private motor cars the preferred means of transport. The Central Government has identified congestion in Auckland and other parts of New Zealand a priority, and significantly increased spending on new roads and public transport over the next 10 years. The paper outlines the outcomes of the New Zealand Ministry of Transport’s (MOT) Auckland Road Pricing Evaluation Study (ARPES) conducted by a consortium including Hyder Consulting Pty Ltd. The study addressed a range of road pricing options designed to alleviate the Auckland traffic congestion. It addressed the full spectrum of issues including traffic congestion relief, social, economic and environmental impacts, mitigation measures, financial analysis, technical feasibility, public acceptability and consistency with government policies. The paper covers the unique focus of the ARPES on the social, economic and environmental impacts of road pricing, the options considered, the comprehensive evaluation framework developed, and the outcomes of the study. Particular attention is given to the trade-offs that are inherent between the benefits of road pricing to transport operations and environmental outcomes and the possible social (and in some cases economic) impacts, and the challenges of finding a positive balance in a city like Auckland. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Alternatives analysis KW - Auckland (New Zealand) KW - Congestion management systems KW - Congestion pricing KW - Infrastructure KW - Road pricing KW - Topography KW - Traffic congestion KW - Transportation planning UR - https://trid.trb.org/view/830294 ER - TY - CONF AN - 01076814 AU - Hart, Jeryl (Jere) D AU - Dollins, Rhett AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Simplified Advanced Truck Detection and Green Extension in Lubbock, Texas PY - 2007 SP - 28p AB - Signalized intersections installed at locations where one or more approaches are high-speed present a unique challenge to traffic engineers. At these rural to semi-urban locations, heavy truck traffic typically represents a significant percentage of total daily traffic. Collisions, while perhaps fewer in number, are usually much more severe. One hallmark of high speed approaches is a wide “dilemma zone,” which forces drivers into a quick decision. This problem is even more severe when a heavy truck is caught in the dilemma zone. The City of Lubbock has designed a solution to this safety problem using devices which are already in common use within the traffic engineering community. In March 2006, the City completed the installation of a traffic signal at an arterial where it crosses a semi-urban expressway. At this location, large vehicle traffic is heavier than at most signalized intersections. Utilizing only a standard 2070 traffic signal controller running Econolite’s Oasis operating system and two Autoscope MVP Solo Pro traffic cameras, the dilemma zone has been virtually eliminated for incoming vehicles, especially heavy truck traffic. Using the MVP camera’s classification processing capability, large vehicles are filtered from passenger vehicles, while at the same time, their speed is calculated. This information is relayed to the 2070 controller, which runs the data through an algorithm. When a user-definable set of conditions is met, the controller applies a short hold on the green indication for incoming traffic in such a way that truck drivers are no longer put to a split-second decision as to whether to brake or continue through the intersection. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Heavy duty trucks KW - Lubbock (Texas) KW - Passenger vehicles KW - Signalized intersections KW - Traffic congestion KW - Traffic engineers KW - Truck crashes KW - Truck lanes KW - Truck traffic KW - Trucking UR - https://trid.trb.org/view/830292 ER - TY - CONF AN - 01076808 AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Managing Congestion—Can We Do Better? ITE 2007 Technical Conference and Exhibit PY - 2007 SP - v.p. AB - The Institute Transportation Engineers (ITE) 2007 Technical Conference and Exhibit, “Managing Congestion—Can We Do Better?” will highlight leading practice across the world and will identify new solutions and the integration of multiple solutions to address congestion issues in metropolitan areas. Conference attendees will hear from preeminent transportation professionals, community leaders and leaders in allied fields. In addition, there will be ample opportunities for informal discussion with both speakers and other meeting attendees. Exhibits of transportation products and services will introduce attendees to the latest advancements in the industry. Through presentations, invited speakers and discussion sessions, this conference will be a call for aggressively addressing issues associated with congestion. The information shared at the conference will be critical to transportation professionals employed by federal, state/provincial, regional and local government agencies, consulting firms, universities and manufacturers as well as business leaders, policy decision-makers, developers, community activists and the media. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Access control (Transportation) KW - Airports KW - Arizona KW - Arlington County (Virginia) KW - Arterial highways KW - Asia KW - Auckland (New Zealand) KW - Bus rapid transit KW - Calgary (Canada) KW - Case studies KW - Central business districts KW - Charlotte (North Carolina) KW - City planning KW - Congestion management systems KW - Congestion pricing KW - Coordination KW - Corridors KW - Dallas-Fort Worth Metropolitan Area KW - Decision making KW - Developer charges KW - Developers KW - Europe KW - Fatalities KW - Freeway operations KW - Geographic information systems KW - Highway traffic control KW - Impact fees KW - Information technology KW - Infrastructure KW - Knowledge KW - Left turn phase KW - Light rail transit KW - London (England) KW - Lubbock (Texas) KW - Massachusetts KW - Metrorail (Washington Metropolitan Area) KW - Minnesota KW - Nevada KW - New York (State) KW - Orange (California) KW - Origin and destination KW - Ottawa (Canada) KW - Parking KW - Parking facilities KW - Population growth KW - Ports KW - Return on investment KW - Rural areas KW - Rural highways KW - Sacramento (California) KW - San Francisco Bay Area KW - Seattle (Washington) KW - Smart growth KW - Traffic congestion KW - Traffic control centers KW - Traffic delays KW - Traffic flow KW - Traffic signal control systems KW - Traffic signal controllers KW - Traffic signal cycle KW - Traffic signal preemption KW - Traffic signal timing KW - Transportation planning KW - Travel demand KW - Traveler information and communication systems KW - United States KW - Urban transportation KW - Vancouver (Canada) KW - Vehicle miles of travel KW - Washington (State) KW - Work zone safety KW - Work zone traffic control UR - http://www.ite.org/Conference/ UR - https://trid.trb.org/view/827677 ER - TY - CONF AN - 01076806 AU - Geddes, Erica AU - Volk, Kevin AU - Rogers, Susan AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Planning for Parking and Access in the North Shore Mountain Neighbourhoods, North Vancouver, British Columbia, Canada PY - 2007 SP - 14p AB - The North Shore recreational area in North Vancouver, British Columbia is world renowned for mountain biking, but its trails are also used by hikers and other recreational users. Informal trails have been built in an undeveloped mountain area immediately adjacent to an established residential neighborhood. Over the years, the demand for parking and access to this alpine area has led to issues arising between the residents and the recreational users, particularly related to parking in residential neighborhoods. The District of North Vancouver has been studying the transportation and parking issues as part of the development of a broader Alpine Recreational Strategic Plan. The District used interviews and field surveys of the alpine area users to develop a parking generation rate for this unique recreational use. This allowed for the forecast of parking demand and the development of solution options to separate recreational parking from the residential areas. The options were developed through an extensive public consultation process that led to the District Council supporting recreational access within a planning framework that included provision for formalized access and staging areas into the extensive trail system. A parking and shuttling strategy was developed that served the recreational demand, aligned the parking supply with the trailhead locations, and lessened the impact on residential streets. This paper reviews the transportation issues arising when municipalities are faced with an unplanned recreational use and explores strategies for reaching consensual solutions. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Forecasting KW - National parks KW - Parking KW - Parking demand KW - Parking facilities KW - Parking regulations KW - Parks KW - Residential areas KW - Residential streets KW - Vancouver (Canada) UR - https://trid.trb.org/view/830289 ER - TY - CONF AN - 01076805 AU - Lee, Jung-Taek AU - Dittberner, Randy AU - Sripathi, Hari AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Case Study of Safety Analysis on Interstate 66 Freeway Managed Lane Operations PY - 2007 SP - 17p AB - The Virginia Department of Transportation (VDOT) is currently operating a time-of-day freeway managed lane system on Interstate 66, which concurrently restricts the inner-left lanes to high occupancy vehicles only and opens the right shoulders for general traffic operations, during peak hours on weekdays. A comprehensive safety analysis, including conventional crash rate analysis and predictive model development, was conducted for the study area to aid the possible future enhancement of this operations system to meet increasing traffic demand in the region. Recent three year crash data was analyzed for this study. The typical conventional crash rate analysis shows that crash rates are about 4 to 7 times greater during this managed lane operations than during other times. However, a lane type-specific analysis using negative binomial regression models identified congestion and driver behavior in merging and diverging areas during adverse light conditions as contributing factors to crash occurrence rather than the effect of this managed lane system. In the general-purpose lane-specific analysis, the variable AADT volumes appear to be significant, resulting in about a 2% increase in weekday crashes for each increase of 1,000 vehicles per day. Motorist behavior in lane changing at the merge and diverge influence areas during adverse light conditions appears to be significant, resulting in about 38% increase in crashes in these areas. This paper also discusses the limitations of the study and future possible enhancement of the system. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Annual average daily traffic KW - Case studies KW - Crash rates KW - High occupancy vehicle lanes KW - Highway operations KW - Interstate 66 KW - Merging traffic KW - Negative binomial regression KW - Peak hour traffic UR - https://trid.trb.org/view/830273 ER - TY - CONF AN - 01076802 AU - Loudon, William R AU - Halbakken, Francesca AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Development of Smart Growth Supportive Parking Policy for Downtown Sacramento PY - 2007 SP - 12p AB - The Sacramento Central City Parking Master Plan was undertaken to ensure that parking is supplied, maintained and operated in the downtown area in a way that supports the continued economic growth of the downtown area while also promoting a livable community for the downtown residents and supporting the regional commitment to Smart Growth concepts. Downtown Sacramento is the location of the state capitol and is a major employment center in the region. But the downtown area also has many residential neighborhoods and is a major destination for tourism and entertainment. Maintaining balance between the many different land uses in the downtown area was a major challenge of the project. Following extensive data collection and review of current parking needs and management methods, a set of sixty recommendations were developed. The development of the parking master plan involved a combination of stakeholder meetings, focus group meetings, public open house, a web site and City Council meetings to seek input. Over 100 stakeholders were directly involved in these meetings. Policies were formulated to ensure that new development generated enough parking to meet the needs of its uses, but without reducing the incentives for use of transit or other alternative modes. Twenty of the policies developed related to support of transit and Smart Growth principles including strategies for elimination of free parking, raising parking rates, setting time limits to reduce long-term use, allowing reduced parking for demand reduction strategies, unbundling parking costs from development costs and requirements for bicycle parking. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Access control (Transportation) KW - Best practices KW - Central business districts KW - City planning KW - Economic growth KW - Land use planning KW - Parking facilities KW - Sacramento (California) KW - Smart growth KW - Tourism UR - https://trid.trb.org/view/830279 ER - TY - CONF AN - 01076798 AU - Rothenberg, Heather AU - Knodler, Michael A AU - Kennedy, Jennifer AU - Metzger, Stacy A AU - Benavente, Marta AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Evaluation of the Impact of Congestion on Crash Frequency, Severity, and Crash Characteristics PY - 2007 SP - 15p AB - Congestion’s impact on the transportation network is often measured in terms of travel delay or economic impacts. Less work has been done to consider the impact of congestion on highway safety. This research examines the impact of congestion on traffic safety by comparing crashes that occur on congested roadways to crashes on similar roadways with little or no congestion. Crashes were also categorized and compared based on whether they occurred during peak travel hours or during non-peak hours. Specifically, this research uses Massachusetts crash data to examine crashes on four urban Interstates and four urban arterials that are commonly congested during peak travel hours. Crashes occurring on these eight roadways during peak travel hours (when there is the greatest congestion) are compared to crashes occurring on the same roadways during non-peak travel. In addition, as a point of comparison, crashes on the eight identified roads are compared to crashes occurring on similar roads in other urban areas where congestion is less prevalent. The results of this analysis show that crashes occurring in congested conditions are less severe and more likely to be rear-end collisions. Additionally, this research found that on the Interstate segments considered, the highest median emergency department charges were associated with crashes on congested roads during non-peak travel hours. This research also points to interesting results on the similarities between congested road non-peak travel and comparison road peak travel crash characteristics. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Arterial highways KW - Congestion management systems KW - Crash injuries KW - Crash rates KW - Crash severity KW - Crashes KW - High risk locations KW - Massachusetts KW - Peak hour traffic KW - Traffic congestion KW - Traffic delays KW - Traffic flow UR - https://trid.trb.org/view/830280 ER - TY - CONF AN - 01076791 AU - MacNaughton, Eric AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - An Integrated Approach to Managing Travel Demand in Downtown Calgary PY - 2007 SP - 13p AB - This paper describes how the City of Calgary, Canada has experienced rapid growth over the last decade, and ever increasing demand on our transportation infrastructure. Located in the energy-rich province of Alberta, Canada, the oil and gas industry has quite literally fueled a dramatic increase in employment and population throughout the city. In fact, Calgary has just welcomed our one-millionth citizen, up from 750,000 people only ten years ago! One of the greatest success stories for Calgary has been the continued strength of the downtown in both job and population growth. This subject has attracted numerous corporate head offices, resulting in 20,000 more jobs than ten years ago. The total number of trips into the downtown has subsequently increased by 25%. The success story is that all of this growth has been accommodated without the construction of any new roads into the downtown. Managing the increased travel demand has required a strategic and integrated approach, including: (1) Expansion and increased service levels on our centrally focused Light Rail Transit (LRT) system, resulting in some of the highest ridership levels in North America; (2) Strategic downtown parking policies, including a cash-in-lieu policy; (3) Transportation demand initiatives that actively promote alternatives to single occupant vehicles; and (4) Maximizing the efficiency of existing infrastructure for both automobiles and transit. This paper provides examples of these and other initiatives, and highlight how they have worked in concert to accommodate the incredible growth that Calgary continues to experience. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Calgary (Canada) KW - Central business districts KW - Infrastructure KW - Light rail transit KW - Population growth KW - Public transit KW - Transit operating agencies KW - Transportation planning KW - Travel demand KW - Travel demand management UR - https://trid.trb.org/view/830268 ER - TY - CONF AN - 01076787 AU - Tran, Minh Huu AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Bus Rapid Transit in Asia: How Does It Work in a Motorcycle Environment? PY - 2007 SP - 13p AB - This paper describes how Bus Rapid Transit (BRT) has been attracting much attention recently all over the world. The Curitiba BRT system, and the TransMilenio in Bogota, Pittsburgh bus way are just some examples. Reported with positive results, BRT schemes however are still controversial with the questions: whether they are efficient or can they replace rail system. Heterogeneous traffic (or mixed traffic) with significant motorcycle percentage is very common in developing cities in Asia. Many of these cities are now considering BRT effective solutions to tackle transport problems and the question how BRT works in motorcycle-dominated conditions in those cities is waiting answers, which is the main motivation for this paper. This paper focuses on modeling BRT in heterogeneous traffic. SATURN model was selected as modeling tool. The model was calibrated and validated in mixed traffic condition of Hanoi. Results show that if bus ways are well-designed and there will be a considerable switching from other modes, then traffic flow is improved significantly for both bus and other road users. BRT schemes however might cause serious delay and congestion if there is no mode switching from other road users. Route switching flexibility of motorcycles has considerable effects on performance of BRT schemes. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Asia KW - Bus rapid transit KW - Flexibility KW - Motorcycle driving KW - Motorcycles KW - Public transit KW - Routes KW - Traffic congestion KW - Traffic delays KW - Transit operating agencies KW - Vehicle mix UR - https://trid.trb.org/view/830272 ER - TY - CONF AN - 01076786 AU - Oliver, Morris AU - Thompson, Shirley AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - FHWA Work Zone Safety Grant Program -- What to Expect PY - 2007 SP - 6p AB - Section 1409 of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) establishes a Work Zone Safety Grant Program. It is a 4-year, $20 million program that funds nonprofit and not-for-profit organizations in developing guidelines and providing training to prevent and reduce work zone injuries and fatalities. The three grant emphasis areas are as follows: (Area 1) construction worker training; (Area 2) guideline development; (Area 3) guideline training for State and local government transportation agencies, and other groups. There are 4 recipients: American Traffic Safety Services Association (ATSSA); Laborer’s Health and Safety Fund of North America/American Road and Transportation Builders Association (LHSFNA/ARTBA); Illinois Institute of Technology (IIT); and Wayne State University (WSU) and each is involved in at least two of the three emphasis areas. The grants are in their infancy relative to the due date of this paper; however, this paper will show what we know, what we are doing, and what we can expect. The National Work Zone Safety Information Clearinghouse (NWZSIC), which is funded under a separate grant with the Federal Highway Administration under Section 1410 of SAFETEA-LU, will be one of the primary methods to disseminate information on these grants. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Guidelines KW - Highway safety KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Safety KW - Traffic safety KW - Transportation equipment industry KW - Transportation safety KW - Work zone safety KW - Work zone traffic control UR - https://trid.trb.org/view/830281 ER - TY - CONF AN - 01076785 AU - Rai, Sachin AU - Lin, Pei-Sung AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - A Case Study of Safety Impacts of Congestion on Urban Freeways in Tampa Bay, Florida PY - 2007 SP - 11p AB - This paper describes how, in the year 2004, there were 3,257 traffic fatalities and 252,902 traffic crashes in the State of Florida. Among these crashes, 362 fatalities and 39,322 crashes occurred in the Tampa Bay region. According to Texas Transportation Institute’s Urban Mobility Report 2005, the Tampa Bay area was among the top 20 metropolitan areas with the most annual delays per traveler. Past studies have reported an increase in crash rates with the increase in level of traffic congestion. This study was conducted by Center for Urban Transportation Research (CUTR) at the University of South Florida in order to determine the safety impacts of traffic congestion on the urban freeways in the Tampa Bay region. Florida Department of Transportation and Mobility Technologies have collected detailed data for the traffic flow on I-4, I-75 and I-275 in the Tampa Bay region for the past few years. This data was used to determine the level of congestion during different time of day. Mobility Technologies has also maintained a database of highway crashes on the freeway system. In this study, these two data sets were analyzed to determine the impact of congestion on the safety of the above mentioned roadways. A relationship, established by the study, between congestion level and traffic crashes would assist decision makers in implementing congestion mitigation strategies to maintain congestion levels below certain threshold values, beyond which, the likelihood of traffic crashes is high. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Case studies KW - Crashes KW - Decision making KW - Fatalities KW - Freeway operations KW - Highway safety KW - Mobility KW - Tampa Bay Area KW - Traffic congestion KW - Traffic data KW - Traffic flow KW - Urban highways KW - Urban transportation UR - https://trid.trb.org/view/830265 ER - TY - CONF AN - 01076781 AU - Kolaja, Rudolf AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Congestion Management in European Cities PY - 2007 SP - 9p AB - The travel demand in a majority of world cities has become too large to be handled exclusively by any realistic highway system. Therefore, the management of highway traffic congestion in major metropolitan areas can never be served by merely engaging in continuous freeway widening. The result becomes an extreme and seemingly endless number of traffic lanes with closely spaced highway interchanges, and inadequate local street systems to support the traffic that consequently spills from it. For this simple reason, many European cities have a long and uninterrupted history of multimodal transit services. Many of these cities have perfected the design of multimodal transportation systems that provide effective transportation services to substantial parts of the cities’ population. The benefits of properly designed multimodal transportation systems are considerable. These systems do eliminate or substantially lower the traffic congestion, create extensive pedestrian malls, and eliminate most of the travel tension thanks to the esthetically pleasing environment, comfortable travel, reliability, and on-time performance. There is discernibly an underlying reason for this success. Observing and respecting certain fundamental rules that need to be understood and properly applied refines the proficiencies of these systems. Hence, the purpose of my discussion is to explore and learn from the successful European transit systems and apply the knowledge to U.S. cities. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Congestion management systems KW - Congestion pricing KW - Europe KW - Interchanges KW - Metropolitan areas KW - Multimodal transportation KW - Public transit KW - Traffic congestion KW - Transit operating agencies KW - Travel demand KW - United States UR - https://trid.trb.org/view/830275 ER - TY - CONF AN - 01076779 AU - Leach, Dennis M AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Multimodal Strategies to Influence Travel Behavior an Arlington, Virginia Case Study PY - 2007 SP - 12p AB - Arlington, Virginia, is recognized nationally for its 35-year experience in planning successful redevelopment around its two Metrorail subway corridors. Implementing high-density, mixed-use development around Metro stations has yielded tremendous economic and transportation benefits to Arlington. As Arlington continues to grow with little available land for additional street capacity, the advancement of multimodal strategies to influence travel behavior is central to reducing auto trip growth and associated congestion. These strategies can be grouped in four broad categories: creating environments rich in travel choices, providing a wide range of transportation information and encouragement to support non SOV travel, implementing development-specific transportation demand management requirements, and actively managing parking. The central premise of Arlington’s approach is that no one strategy can produce significant changes in travel behavior by residents, workers and visitors. It is only through a comprehensive approach combining multiple transportation infrastructure and management strategies that substantial and lasting shifts in travel behavior can be achieved. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Arlington County (Virginia) KW - High density KW - Metrorail (Washington Metropolitan Area) KW - Mixed use development KW - Multimodal transportation KW - Public transit KW - Single occupant vehicles KW - Traffic congestion KW - Transit operating agencies KW - Travel behavior KW - Travel time UR - https://trid.trb.org/view/830286 ER - TY - CONF AN - 01076777 AU - Kurfees, Wayne AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Using Uneven Double Cycles to Improve the Effectiveness of Arterial Traffic Signal Operations PY - 2007 SP - 18p AB - For over 20 years, Dallas-Fort Worth area cities have been working together to achieve seamless traffic signal coordination across municipal boundaries. Originally, the longest cycle lengths needed were 120 seconds, but to accommodate traffic growth, 160-second cycles are now required in many areas .While necessary and appropriate at the major intersections, the use of the full 160-second cycle at the minor intersections invariably results in complaints about excessive delay. Although some of the minor intersections can be double-cycled (i.e. operated at exactly half of the background cycle), the opposing green bands typically do not pass through the minor intersections at the same time and the use of an 80-second cycle would substantially constrict the green bands. A project now underway in the cities of Garland and Richardson is making extensive use of “uneven double cycles” to lessen the delays on the minor street approaches without impeding the passage of the green band in either direction on the major street. The features of the innovative phase sequences include the following: (1) all through movements are served twice per cycle; (2) each left-turn phases is served just once per cycle; and (3) each major street left-turn phase is selected to be leading or lagging as best accommodates the passage of the green bands. The paper discusses the technical results of the project as well as the public’s acceptance of the new cycle lengths and modified phasing schemes. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Arterial highways KW - Coordination KW - Dallas-Fort Worth Metropolitan Area KW - Left turn phase KW - Traffic signal control systems KW - Traffic signal controllers KW - Traffic signal cycle KW - Traffic signal preemption KW - Traffic signal timing KW - Traffic signals UR - https://trid.trb.org/view/830299 ER - TY - CONF AN - 01076771 AU - Best, Richard A AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Implementing a Multimodal Vision: An Update of Arterial Transportation Management in Arlington County, Virginia PY - 2007 SP - 20p AB - This paper describes how, guided by the vision of safe and efficient multimodal access for its arterial streets, Arlington County, Virginia is implementing recommendations from its Arterial Transportation Management (ATM) Study that developed measures, standards, criteria, and procedures for managing transportation modes along existing arterial streets. The study which was undertaken in 2004 researched the state of the practice in arterial management and functional street classification, suggested a street typology overlay to enhance the traditional functional classification system, examined the County’s future travel demand, and recommended a “toolbox” of possible ATM measures. The study also recommended concept plans with specific measures for 11 arterial corridors. The ATM toolbox, design standards, and concept plans were developed through an extensive community participation process. Through the work of the Citizen ATM Study Task Force, County staff, and the consultant team, the study provides Arlington citizens and County staff with a framework for multimodal arterial streets that will lead to “complete streets,” i.e., streets that are complete in the context of their desired transportation modes and the land uses they serve. The study also provides a foundation for the County to continue addressing transportation management along Arlington’s arterial corridors, through programming and implementation of near-term safety improvements, on-going maintenance and operations, and long-term capital projects. The County has completed its first ATM construction project along Wilson Boulevard and is now in the design process for additional phases. This first project included provision of narrowed travel lanes, wider sidewalks, curb extensions, improved traffic signals, wider crosswalks, extended medians, landscaping, a trail connection, and bus shelters. This project sets in motion a series of additional improvements in which the recommendations of the ATM Study can be realized. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Arlington County (Virginia) KW - Arterial highways KW - Capital investments KW - Land use planning KW - Landscaping KW - Management KW - Multimodal transportation KW - Transportation management associations KW - Transportation planning KW - Travel demand UR - https://trid.trb.org/view/830269 ER - TY - CONF AN - 01076769 AU - Loethen, Joe AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Considering Traffic Congestion When Locating Distribution Centers PY - 2007 SP - 5p AB - There are several factors that go into site selection for a new distribution center (DC). Traffic congestion is a significant part of several of the criteria used to evaluate any given location. The following discussion highlights the general processes used in site selection and how traffic plays a role. A primary purpose of the distribution network is to provide goods to retail stores as effectively and efficiently as possible. The shipping capacity of the entire distribution network is reviewed regularly. Once a need is determined for additional capacity, a computer model is used to determine the “optimal” location for a new DC. This theoretical location is the spot where the miles driven by the trucks to the retail stores are minimized. It provides a starting point to begin searching for a functional site. The process then begins to identify actual sites that could contain a DC. Three of the initial considerations for a given site are: (1) Does the site contain sufficient developable land for the building, parking, and storm water facilities? (2) Does the right labor demographic exist close enough to the site to be able to fill the proposed jobs? (3) What is the site’s proximity to a major roadway network? Sites that are large enough for a DC are typically not located in major or even minor metropolitan areas. This pushes the site search to more rural locations. These locations inherently have less traffic due simply to the fact that there are less people. However, the site can not be located so remotely that there are no people living in the area to staff the facility. Also, the farther the site is from the “optimal” location, the more miles need to be driven by the trucks and the location becomes less efficient. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Development KW - Distribution centers KW - Distribution support businesses KW - Land use planning KW - Location KW - Optimization KW - Physical distribution KW - Traffic congestion KW - Traffic distribution KW - Trucking UR - https://trid.trb.org/view/830277 ER - TY - CONF AN - 01076767 AU - Schwartz, Samuel L AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Congestion Pricing: Applying Lessons from London to the U.S. PY - 2007 SP - 10p AB - Congestion pricing is a market or demand-based strategy that is designed to encourage a shift of peak period trips to off-peak periods, routes away from congested facilities, or alternative modes (HOVs or transit) during the peak demand periods. Since 2003, the city of London has charged a fee for driving private automobiles in its central area during weekdays as a way to reduce traffic congestion and raise revenues to fund transportation and transit improvements. The result is a significant reduction in traffic congestion, an increase in mass transit and taxi usage, generation of valuable revenue for the city’s transportation system, and improved quality of life. In New York City, most of the East River Bridges are currently free while the Hudson River crossings are tolled, encouraging traffic to cross, rather than circumvent, Manhattan and it is beleived that variable pricing on all the East River bridges should be used and integrated into the toll structure so it is always more expensive to travel through Manhattan than around it. We should completely wipe out the existing pricing scheme and establish new criteria on where to apply pricing. With this system, almost everybody wins. The arguments about long lines at toll booths would disappear because not only would there be no booths (using the latest technology, booths aren’t necessary) but fewer vehicles would be diverting onto city streets from highways to avoid the tunnel tolls en route to the East River bridges. Other benefits include reduction of peak-period and total congestion, road savings, safety, and reduced emissions and energy consumption. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Congestion management systems KW - Congestion pricing KW - High occupancy vehicle lanes KW - London (England) KW - Peak hour traffic KW - Public transit KW - Quality of life KW - Toll booths KW - Toll roads KW - Traffic congestion UR - https://trid.trb.org/view/830276 ER - TY - CONF AN - 01076766 AU - Colman, Steven B AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Predicting the Duration of Congestion on Bay Area Freeways PY - 2007 SP - 12p AB - This paper reports on a preliminary investigation of variables influencing the duration (weekday hours) of recurring congestion on freeways. It is based on floating car data collected in 2002 on San Francisco Bay Area freeways. Congestion was defined (Caltrans, 2003a) as operation at speeds averaging less than 35 mph during weekday periods. The author assembled and explored variables that might help predict the duration of congestion, including the average delay time (ADT), number of basic lanes, percent trucks, terrain, the percent of trips that are for commute purposes, interchange spacing, and the presence of high occupancy vehicle (HOV) lanes. The result was identification of significant variables in predicting the duration of congestion on freeways, and equations that can be used in planning studies provided a few variables, such as future ADT, are known. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Annual average daily traffic KW - Congestion management systems KW - Congestion pricing KW - Freeway management systems KW - Freeway operations KW - Freeways KW - High occupancy vehicle lanes KW - San Francisco Bay Area KW - Traffic congestion KW - Transportation planning KW - Weekdays UR - https://trid.trb.org/view/830291 ER - TY - CONF AN - 01076765 AU - Gant, Bryan AU - Stanio, E Sandi AU - Gross, Perry D AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Access Management: Tapping Local Knowledge to Develop an Actionable Plan PY - 2007 SP - 7p AB - This paper describes how the need to include access management in transportation planning is becoming more understood among transportation professionals. The Nevada Department of Transportation (NDOT) recognized this need when they required rural access management standards to be developed as a component of the US 50 East Corridor Study (the Corridor Study). This corridor study was organized as an inclusive, open planning effort which led to opportunities for NDOT to achieve the access management goals of the study. The flexible nature of open inclusive planning allowed the parties to organize with the assistance of the planning process facilitator the means to accomplish the study’s goals. In the case of the US 50 East Corridor Study and access management that flexibility led to the tapping of local knowledge to generate the corridor access management plan (CAMP). This single case study recounts the events the Corridor Study’s stakeholder working group (SWG) undertook to achieve their task of developing a rural access management plan. A description of the context and operating environment is provided. The opportunities and process decisions are discussed. A review of the results of these actions is provided. This report concludes with thoughts on the implication of how other access management planning efforts might tap into local knowledge. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Access control (Transportation) KW - Case studies KW - Knowledge KW - Management KW - Nevada KW - Rural areas KW - Rural highways KW - Transportation corridors KW - Transportation planning UR - https://trid.trb.org/view/830266 ER - TY - CONF AN - 01076763 AU - Noguchi, Tom AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Multi-Modal Approaches to Development Impact Mitigation PY - 2007 SP - 9p AB - The Washington State legislature in 1990 authorized local jurisdictions to impose impact fees on new developments; fees that would be used to mitigate traffic impacts to roads caused by the development. Since then, many jurisdictions have adopted impact fee ordinances to supplement the costs of road improvements. However, the City of Seattle had not been interested in imposing impact fees until recently because it did not enable local jurisdictions to improve facilities for other transportation modes such as pedestrian, bicycle and transit improvements with impact fees. Seattle decided to take a unique approach to mitigate the transportation impacts of new development and fund transportation improvements for all modes with development impact mitigation payments. To develop a multi-modal development mitigation payment program, Seattle had to address several difficult technical problems. This paper summarizes the technical issues that were addressed in the Seattle program. Seattle’s mitigation payment program focuses on the pedestrian, bicycle and transit facility needs. Some of the technical problems encountered in developing the multi-modal impact payment program could have been reduced, if the ITE collected trip generation data that was based on person trips rather than vehicle trips. As options to build new roadways in urban areas rapidly diminish, it will be necessary to change the current vehicle-focused development impact mitigation to multimodal mitigation approach. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Bicycle facilities KW - Bicycle lanes KW - Bicycle travel KW - Developer charges KW - Developers KW - Development KW - Impact fees KW - Improvements KW - Public transit KW - Seattle (Washington) KW - Transit operating agencies UR - https://trid.trb.org/view/830285 ER - TY - CONF AN - 01076762 AU - Mahood, Tom AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Traffic Management Centers for the Extreme Do-It-Yourselfer PY - 2007 SP - 8p AB - As congestion increases in urban/suburban areas, so does the need for relief. Technological advances have made Traffic Management Centers (TMCs) into powerful solutions. However a common perception is that they are complex, expensive and large undertakings best suited for major metropolitan areas. This is not necessarily true. Given the availability of advanced, off-the-shelf components, a respectable, reasonably priced TMC capable of communicating with dozens of traffic signals can be created for the cost of one or two standard traffic signal installations. The key is performing as much work as possible utilizing in-house staff. The City of Orange, a medium-sized California city with 148 traffic signals, has implemented a very capable and low cost TMC, through liberal staff effort, taking advantage of the latest technological breakthroughs in fiber optics, spread spectrum radio links, cellular modems, closed circuit televisions (CCTV) and other advanced communications technology. In many cases, existing copper wire interconnects or their conduits were reused for much more robust and advanced communication technologies. This required additional training of traffic signal staff to deal with areas such as fiber optic maintenance, and Ethernet systems, but the response has been enthusiastic. Based upon Orange’s experience, costs are presented for implementation of a basic low-cost TMC and associated field communications links, as well as “lessons learned” during the “do-it-yourself” process. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Closed circuit television KW - Communication systems KW - Congestion management systems KW - Orange (California) KW - Technological innovations KW - Traffic congestion KW - Traffic control centers KW - Traffic signal control systems KW - Traffic signal timing KW - Traffic signals UR - https://trid.trb.org/view/830295 ER - TY - CONF AN - 01076757 AU - Borsuk, Ian AU - Stephens, Don AU - Rathwell, Sean AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - BRT and LRT in Ottawa: Playing Well Together PY - 2007 SP - 17p AB - This paper describes how Ottawa, Canada is well known for its successful bus-based rapid transit (BRT) system. However, as the City continues to improve and expand these BRT facilities, it has also moved forward with the strategic expansion of light rail transit (LRT) facilities and services. Together these comprehensive integrated networks of rapid transit facilities will provide this growing city with a more sustainable transportation system to meet future travel needs. The extension of the existing LRT line will require joint operation of existing BRT services with the proposed LRT service through Ottawa’s Downtown. This paper reviews the analysis and development of a unique alternative that permits shared operation of BRT, LRT, and general traffic on Ottawa’s Downtown one-way couplet, Albert and Slater Streets. A number of alternative arrangements were developed and evaluated using a variety of criteria and included the application of a computer simulation model; VISSIM. The simulation illustrates how the different modes, often with competing interests, can be accommodated within the same corridor. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Bus rapid transit KW - Central business districts KW - Light rail transit KW - Line extensions (Rail transit) KW - Ottawa (Canada) KW - Public transit KW - Rail transit facilities KW - Simulation KW - Transit operating agencies KW - VISSIM (Computer model) UR - https://trid.trb.org/view/830271 ER - TY - CONF AN - 01076754 AU - Samdahl, Donald R AU - Phelps, Shawn AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Innovative Methods for Developing a Countywide Impact Fee Program PY - 2007 SP - 18p AB - Pierce County, Washington has developed its first ever Traffic Impact Fee program system that is based on provisions of the Washington State Growth Management Act. The program integrated GIS with a travel demand model to calculate “fair-share” contributions that developers will pay toward County roadway improvements. This paper summarizes the technical features of the analysis process and shows how the program moved towards adoption. The following were among the technical procedures used: (1) The program was structured around twelve Transportation Service Areas (TSA’s). The travel model calculated how impacts will be assessed based on each TSA’s projected percentage of new Vehicle Miles Traveled (VMT) on each project segment. (2) Model results and a post-processing spreadsheet tool were used to identify a full range of roadway and intersection improvements needed over the next 20 years. (3) A procedure was developed to separate out truly “new” trips from “redistributed” background trips that are inherent in any future trip table. For each existing Transportation Analysis Zones (TAZ), a “mirror” TAZ was created to represent only the “new development” trips. (4) An impact fee schedule was developed that covered all of the TSA’s and incorporated current information on trip generation characteristics. The program evolved over three years by engaging a wide spectrum of interest groups developers, environmentalists, economic development, and school districts. The program achieved a consensus of approval from most of these groups and was adopted by the County Council in fall 2006. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Developer charges KW - Developers KW - Geographic information systems KW - Impact fees KW - Improvements KW - Intersections KW - Road improvements KW - Transportation analysis zones KW - Travel demand KW - Vehicle miles of travel KW - Washington (State) UR - https://trid.trb.org/view/830282 ER - TY - CONF AN - 01076742 AU - Memmott, Jeffery AU - Goldberg, Bruce AU - Dennis, Scott M AU - Notis, Ken AU - Johnson, Deborah AU - Beningo, Steve AU - Chien, David AU - Roberto, Elizabeth AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Compendium of Congestion Issues and Analyses across Modes PY - 2007 SP - 25p AB - Congestion has generally been considered from a modal perspective. However congestion in the transportation system has become a problem affecting system performance over many parts of that system. To meet this challenge, the U.S. Department of Transportation is in the process of developing a national strategy to reduce congestion on America’s transportation network. As part of that effort, this paper looks at several congestion issues across modes, including highway passenger travel, ports, airports, truck and rail freight, and public transit. This paper consists of a literature review of recently published research papers touching on a wide spectrum of issues and recommendations on congestion. The goal of this paper is to identify some of the innovative research going on throughout the world, look at both the common and unique elements of congestion problems across modes, and to identify some the significant data and research gaps that should be filled in future work. This paper covers some of the key findings in the articles we reviewed, give some perspective on how some of the issues and analyses are common to or affect other modes, what are some of the promising areas for tackling congestion problems across modes, and identifying some of the gaps in both the data and research that could be beneficial areas of focus in the future. A wide variety of highway related congestion issues are covered, including measurement of highway congestion and reliability, impacts of congestion on business and land use, and congestion pricing schemes, both in the United States and in other countries. Some of the key issues dealing with port congestion and logistics are covered, the increasing problems related to limited capacity in the nation’s airports, along with some the problems and challenges facing both truck and rail freight movements, as well as issues confronting public transit as it relates to congestion. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Airports KW - Commodities KW - Congestion pricing KW - Freight and passenger traffic KW - Land use KW - Ports KW - Public transit KW - Traffic congestion KW - Transit operating agencies KW - Transportation networks UR - https://trid.trb.org/view/830274 ER - TY - CONF AN - 01076737 AU - Ensdorff, Rick AU - Iverson, Aaron AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Development of a Statewide Access Management Program in Arizona PY - 2007 SP - 13p AB - Arizona’s steady growth rate has accelerated rapidly in the last ten years, not only in the Phoenix metropolitan area but also in many other parts of the state. In Arizona, like most western states, the state highway system provides interstate, statewide and regional connectivity while also serving as local roadways or “main streets” in smaller but growing rural communities. The Arizona Department of Transportation (ADOT) has developed a number of access management program elements over the years in an effort to address access issues. Starting in 2005 ADOT initiated the development of a comprehensive Statewide Access Management Program. The initial goals were to create a program providing consistent access management decisions using best practices. Key to program development was the creation of strong working partnerships with local agencies to develop and implement the program through on-going every day operation. This paper provides a summary of elements used to create a statewide access program and the implementation strategies underway to ensure the program becomes a viable part of on going efforts by ADOT and local partners in managing the state highway system. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Access control (Transportation) KW - Arizona KW - Development KW - Economic growth KW - Implementation KW - Population growth KW - Regional planning KW - Regional transportation KW - Statewide KW - Statewide traffic management KW - Transportation planning UR - https://trid.trb.org/view/830278 ER - TY - CONF AN - 01076733 AU - Virshbo, Kristin AU - Davies, Peter AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Minnesota’s Experience in Bringing Travel Times to a Statewide 511 Service PY - 2007 SP - 8p AB - The Minnesota Department of Transportation (Mn/DOT) has been providing the public with traffic and travel information on 511 since 2002. This year, Mn/DOT is working with Castle Rock to bring customized, point-to-point travel times to the public through 511 for the Minneapolis / St. Paul metropolitan area. The presentation of travel times on a 511 phone system raises several challenging design questions, such as how to offer the information to the caller, whether to use pre-defined roadway segments or allow point-to-point selection, and how to identify the caller's origin and destination locations. The design process involved evaluating several approaches for presenting the travel time information, each of which has advantages and disadvantages. The final decision made by Mn/DOT was to offer custom travel times for individual users’ daily commutes, which the callers specify through a web-based sign-up page. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - 511 (National Travel Information Number) KW - Advanced traveler information systems KW - Information systems KW - Information technology KW - Minnesota KW - Origin and destination KW - Travel time KW - Traveler information and communication systems KW - Websites (Information retrieval) UR - https://trid.trb.org/view/830284 ER - TY - CONF AN - 01076730 AU - Avni, Ofer AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Performance and Limitations of Cellular Based Traffic Monitoring Technologies PY - 2007 SP - 7p AB - Cellular based traffic monitoring systems can support both road management activities, as well as traveler information systems. However, traffic information that can be derived from these systems is different from traffic information derived from road sensors, such as inductive loop and similar systems. Further more, different cellular detection systems provide different types of data, since their core method and technology differ significantly. Some of them provide statistical analysis and predictions, which have 30-40 minutes delay in detecting slowdowns on major highways, while other systems provide only 2-5 minutes delay in comparison with road sensors. An example for the accurate category is Cellint's TrafficSense. This system extracts raw data which is travel times over small segments (few hundreds of yards in most cases) per each vehicle, which is completely different from occupancy, local speed and vehicle counting generated by road sensor. Each method has its own pros and cons. In construction zones, for example, the queue of vehicles may be delayed at the sensor's location, creating reports of blocked traffic, while actual traffic flow over the road section is only slightly reduced (which will be reported correctly by TrafficSense). On the other hand, lack of accurate traffic volume in cellular based detection is a significant disadvantage for traffic planning. Smart use of each technology can provide Departments of Transportation and road management companies with the best return on investment (ROI) for their budgets and best performance in minimizing congestion by fast detection and clearance of traffic obstacles, as well as optimal mitigation of traffic. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Cellular automata KW - Driver information systems KW - Return on investment KW - Technological innovations KW - Traffic congestion KW - Traffic flow KW - Traffic information KW - Traffic surveillance KW - Travel time KW - Traveler information and communication systems UR - https://trid.trb.org/view/830287 ER - TY - CONF AN - 01076728 AU - Hurley, Timothy J AU - Kalus, Bernard AU - Institute of Transportation Engineers AU - Federal Highway Administration TI - Timely Solutions for Reducing Congestion and Improving Air Quality PY - 2007 SP - 12p AB - Traffic congestion is a growing problem faced every day by drivers and confronted regularly by transportation professionals and local government officials. Rockland County (N.Y.), in conjunction with the New York Metropolitan Transportation Council (NYMTC), administered a federally-funded project to address two critical symptoms of traffic congestion: vehicle delay and vehicular pollutant emissions. In 2003, Rockland County invited all of the Towns and Villages that owned traffic signals to participate in a regional signal optimization study. The study proposed to optimize timing for the existing traffic signal equipment at each intersection, and to identify locations where upgraded equipment and improved geometry could produce additional benefits. The study evaluated 101 intersections in the three towns and four villages that participated in the project. While the project was managed by Rockland County, the intersections are under the municipalities’ jurisdiction, and are part of NYMTC’s Best Practice Model Network. The study included: traffic counts and geometric inventory; equipment inventory; Synchro modeling of existing and proposed conditions with optimized timings; calculation of vehicular emissions using a NYMTC-approved methodology; and cost estimates for recommended improvements. The data was stored in a GIS database that is accessible for use by the participating municipalities. Regional benefits were achieved from the signal timing/operations improvements. The percentage of intersections operating at LOS C or better is expected to increase by 10%, which translates to significant reductions of vehicular emissions and user costs. Additionally, municipalities incorporated the study results into their applications for federal and state transportation improvement funding. U1 - Managing Congestion--Can We Do Better? ITE 2007 Technical Conference and ExhibitInstitute of Transportation EngineersFederal Highway AdministrationSan Diego,CA,United States StartDate:20070325 EndDate:20070328 Sponsors:Institute of Transportation Engineers, Federal Highway Administration KW - Air quality KW - Emission control devices KW - Emissions trading KW - Geographic information systems KW - Level of service KW - New York (State) KW - Pollutants KW - Traffic congestion KW - Traffic delays UR - https://trid.trb.org/view/830293 ER - TY - RPRT AN - 01075938 AU - Federal Highway Administration TI - Eureka - Arcata route 101 corridor improvement project, Humboldt County : environmental impact statement PY - 2007///Volumes held: Draft KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/835332 ER - TY - RPRT AN - 01075883 AU - Federal Highway Administration TI - NY 112 reconstruction from I-495 to NY 25, Suffolk County : environmental impact statement PY - 2007///Volumes held: Draft, Dapp KW - Environmental impact statements KW - New York (State) UR - https://trid.trb.org/view/835277 ER - TY - RPRT AN - 01075825 AU - Federal Highway Administration TI - I-94/TH 10 Interregional Connection from Clearwater to Clear Lake, Minnesota : environmental impact statement PY - 2007///Volumes held: Draft, Final KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/835219 ER - TY - RPRT AN - 01075822 AU - Federal Highway Administration TI - I-69 Evansville to Indianapolis, section 1, Evansville to Oakland City, tier 2 : environmental impact statement PY - 2007///Volumes held: Draft KW - Environmental impact statements KW - Indiana UR - https://trid.trb.org/view/835216 ER - TY - RPRT AN - 01075705 AU - Federal Highway Administration TI - SR-26 (Riverdale Road) from 1900 West to Washington Boulevard, Roy, Riverdale, South Ogden and Ogden, Weber County : environmental impact statement PY - 2007///Volumes held: Draft, Final KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/835099 ER - TY - RPRT AN - 01075594 AU - Federal Highway Administration TI - US59-Amelia Earhart Memorial Bridge over the Missouri River, Atchison, Kansas to US59/State Route 45 intersection in Buchanan County : environmental impact statement PY - 2007///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/834988 ER - TY - RPRT AN - 01075592 AU - Federal Highway Administration TI - Big Bear Lake Bridge replacement project : environmental impact statement PY - 2007///Volumes held: D,F, Natural environment study (B1), Revised draft visual impact assessment (B2), Noise study report (B3), Air quality report (B4). Water quality report (B5), Scoping report (B6), Traffic study report (B7), Archaeological survey report (B8), KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/834986 ER - TY - RPRT AN - 01075575 AU - Federal Highway Administration TI - East-West Corridor highway component, I-310/airport to CBD, Jefferson, Orleans, and St. Charles parishes : environmental impact statement PY - 2007///Volumes held: Draft, Final KW - Environmental impact statements KW - Louisiana UR - https://trid.trb.org/view/834969 ER - TY - RPRT AN - 01075535 AU - Federal Highway Administration TI - I-81 corridor improvement study, from the Tennessee border to the West Virginia border, tier 1 : environmental impact statement PY - 2007///Volumes held: Draft, Final(2v) KW - Environmental impact statements KW - Virginia UR - https://trid.trb.org/view/834929 ER - TY - RPRT AN - 01075393 AU - Federal Highway Administration TI - Campus Parkway project, Merced County : environmental impact statement PY - 2007///Volumes held: Draft, Final,Fsum, Technical reports B1 KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/834787 ER - TY - RPRT AN - 01075378 AU - Federal Highway Administration TI - US 31 Kokomo Corridor Project, Howard and Tipton counties : environmental impact statement PY - 2007///Volumes held: Draft, Dsup, Final KW - Environmental impact statements KW - Indiana UR - https://trid.trb.org/view/834772 ER - TY - RPRT AN - 01075277 AU - Federal Highway Administration TI - Bellevue Bridge study, Mills and Sarpy counties : environmental impact statement PY - 2007///Volumes held: Draft, Final KW - Environmental impact statements KW - Iowa UR - https://trid.trb.org/view/834671 ER - TY - RPRT AN - 01074673 AU - Federal Highway Administration TI - US 64 improvements -- Asheboro US 64, Randolph County : environmental impact statement PY - 2007///Volumes held: Draft, Final KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/834067 ER - TY - RPRT AN - 01074561 AU - Federal Highway Administration TI - I-94 Jackson Freeway modernization project, M-60 to Sargent Road, Jackson County: environmental impact statement PY - 2007///Volumes held: Draft, Final KW - Environmental impact statements KW - Michigan UR - https://trid.trb.org/view/833955 ER - TY - RPRT AN - 01073998 AU - Federal Highway Administration TI - I-73 location study between Roanoke and the North Carolina state line, Bedford, Botetourt, Franklin, Henry and Roanoke counties : environmental impact statement PY - 2007///Volumes held: Draft, Final(2v) KW - Environmental impact statements KW - Virginia UR - https://trid.trb.org/view/833392 ER - TY - RPRT AN - 01062235 AU - Federal Highway Administration TI - Winston-Salem Northern Beltway (Eastern section), from US 52 north of Winston-Salem to US 421/I-40 Business east of Winston-Salem, Forsyth County : environmental impact statement PY - 2007///Volumes held: Draft, Dsup(2v), F(3v) KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/821731 ER - TY - SER AN - 01052340 JO - TechBrief PB - Federal Highway Administration TI - Safety Assessment of Interchange Spacing on Urban Freeways PY - 2007 IS - FHWA-HRT-07-031 SP - 12p AB - This TechBrief summarizes the results of a study which had as its objective the study of interchange spacing from a safety perspective by estimating regression models to express crash frequencies as a function of highway characteristics, including interchange spacing. The regression models were used to quantify the crash sensitivity to interchange spacing for fatal and injury crashes. Data pertaining to freeway sections from 7 urban freeways in California and 10 urban areas in Washington were used for building the regression models. KW - California KW - Crash injuries KW - Evaluation and assessment KW - Fatalities KW - Freeways KW - Highway safety KW - Interchanges KW - Mathematical models KW - Regression analysis KW - Spacing KW - Urban areas KW - Washington (State) UR - http://www.fhwa.dot.gov/publications/research/safety/07031/index.cfm UR - https://trid.trb.org/view/811636 ER - TY - SER AN - 01049672 JO - TechBrief PB - Federal Highway Administration AU - Jagannathan, Ramanujan TI - Synthesis of the Median U-Turn Intersection Treatment, Safety, and Operational Benefits PY - 2007 IS - FHWA-HRT-07-033 SP - 16p AB - One potential treatment to combat congestion and safety problems at intersections is the Median U-Turn Intersection Treatment (MUTIT). This TechBrief summarizes the advantages and disadvantages of the MUTIT compared to conventional, at-grade signal-controlled intersections with left turns permitted from all approaches. The synthesis presents design guidelines including the location and design of the median crossovers on the major roads. Many of the guidelines presented in the synthesis are from the Michigan Department of Transportation (MDOT), and address directional and bidirectional crossovers and widened areas called “loons” that facilitate the U-turn maneuver by larger vehicles and at roads with narrow medians. The synthesis also discusses application criteria for the MUTIT, and presents information on the capacity and crash experience at these intersections relative to traditional intersections. Special considerations related to signal phasing at the median openings and signal phasing at the at-grade intersection also are discussed. Empirical evidence supports the practice that the reduction in signal phases at intersections can have higher vehicle-processing capacity and better level-of-service. In terms of safety, past research has shown that the reported numbers of crashes at MUTITs are 20 to 50 percent lower than comparable conventional intersections. The major safety benefit is a reduction in the probability of head-on and angle crashes that typically have high percentages of injury severity. Although the MUTIT typically is considered a corridor-wide treatment, the concept has been used successfully at isolated intersections to improve traffic flow and enhance safety. KW - Design KW - Guidelines KW - Highway capacity KW - Highway operations KW - Highway safety KW - Level of service KW - Location KW - Median crossovers KW - Median openings KW - Traffic flow KW - Traffic safety KW - Traffic signal phases KW - U turns UR - http://www.fhwa.dot.gov/publications/research/safety/07033/index.cfm UR - https://trid.trb.org/view/809257 ER - TY - SER AN - 01049397 JO - TechBrief PB - Federal Highway Administration TI - Traffic Performance of Three Typical Designs of New Jersey Jughandle Intersections PY - 2007 SP - 12p AB - Although New Jersey jughandle intersections (NJJIs) have been around for over five decades, researchers have not yet developed a simplified procedure to evaluate their traffic performance and compare them with conventional at-grade intersections. A limited number of studies have reported qualitative and quantitative comparisons of NJJIs. There have been, however, no readily available tools for traffic engineers and planners to estimate average delays, average numbers of stops, and maximum queues. For this study, researchers used VISSIM simulations to model typical geometries over a wide distribution of traffic flow conditions for three NJJI designs. Comparisons of NJJIs with conventional intersections for similar volume conditions revealed that NJJIs produced lower average intersection delays and higher intersection capacities for near-saturated traffic conditions and similar traffic performance for undersaturated conditions. Practitioners can use statistical models documented in this study to assess average intersection delays, average number of stops per vehicle, and maximum queue lengths for three types of NJJIs. KW - Intersection capacity KW - Intersections KW - Jughandle intersections KW - New Jersey KW - Performance KW - Queue length KW - Stopping KW - Traffic delays KW - Traffic flow KW - Traffic queuing KW - Traffic simulation KW - VISSIM (Computer model) UR - http://www.fhwa.dot.gov/publications/research/safety/07032/index.cfm UR - https://trid.trb.org/view/808930 ER - TY - SER AN - 01049387 JO - TechBrief PB - Federal Highway Administration TI - Strengthening Historic Covered Bridges to Carry Modern Traffic PY - 2007 SP - 4p AB - This TechBrief is a technical summary of the unpublished Federal Highway Administration report, "Strengthening Historic Bridges to Carry Modern Traffic" (FHWA Contract No. DTFH61-00-C-00081), available only through the National Technical Information Service, www.ntis.gov, PB2007-103714. This TechBrief describes research on the use of glass fiber reinforced polymer (GFRP) composites to strengthen wooden superstructure components of historic covered bridges. The research was conducted during the years 2000 to 2004. KW - Bearing capacity KW - Bridge superstructures KW - Covered bridges KW - Glass fiber reinforced plastics KW - Historic bridges KW - Historic preservation KW - Strengthening (Maintenance) KW - Wooden bridges UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/07041/index.cfm UR - https://trid.trb.org/view/808931 ER - TY - RPRT AN - 01047565 AU - Federal Highway Administration TI - Organizational and Expertise Directory: Winter 2007 PY - 2007 SP - 52p AB - This is a directory for the Federal Highway Administration (FHWA) Office of Research, Development, and Technology (RD&T), which is located at the Turner-Fairbank Highway Research Center in McLean, Virginia. The Office of RD&T is organized into 8 offices with 15 teams of experts in more than 30 transportation-related disciplines. Included in this directory are the FHWA Organizational Chart, the RD&T Organizational Chart, a directory for each of the eight offices, a personnel index, directions from nearby airports and from points north and south, and a shuttle schedule. KW - Administrative and managerial personnel KW - Directories KW - FHWA Office of Research, Development, and Technology KW - Personnel KW - Turner-Fairbank Highway Research Center KW - U.S. Federal Highway Administration UR - https://trid.trb.org/view/806986 ER - TY - RPRT AN - 01046789 AU - Strege, Nancy AU - University of Minnesota, Minneapolis AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board TI - 2006 CEO Leadership Forum: Advancing Practice in State DOTs from Good to Great. A Summary Report PY - 2007 SP - 34p AB - Building on the success of forums held in 2000 and 2003, the Center for Transportation Studies conducted this third CEO Leadership Forum September 24-26, 2006 at the University of Minnesota, in association with the American Association of State Highway and Transportation Officials (AASHTO), the Federal Highway Administration (FHWA), and the Transportation Research Board (TRB). Funding support was provided by the National Cooperative Highway Research Program (NCHRP). The forum offered state department of transportation chief executive officers and their top staff the opportunity to share experiences--good and bad--with peers from around the country. The discussions centered on three themes: (1) roles and partnerships, (2) customers and stakeholders, (3) funding and finance. This report summarizes the main events of the forum and lists the research action plans developed during the working sessions. KW - Action plans KW - Chief executive officer KW - Conferences KW - Customers KW - Executives KW - Financing KW - Leadership KW - Partnerships KW - Research KW - Roles KW - Stakeholders KW - State departments of transportation KW - Transportation planning UR - https://trid.trb.org/view/806551 ER - TY - RPRT AN - 01090553 AU - Sarasua, Wayne A AU - Ogle, Jennifer H AU - Davis, William J AU - Chowdhury, Mashrur A AU - South Carolina Department of Transportation AU - Clemson University AU - Federal Highway Administration TI - Better Management of Speed Control in Work Zones PY - 2006/12/31/Final Report SP - 110p AB - Statistics from the South Carolina Department of Transportation (SCDOT) for incidents between 1998 and 2002 reveal that a leading cause of crashes in work zones is driving too fast for conditions. In April 2005, a team of researchers led by Clemson University's Transportation Systems Laboratory embarked on research to better manage speed control in work zones. The research tasks included field trials of several devices, a literature review, and a survey of states. Based on the literature review and meetings with the project steering committee, a number of devices and strategies were selected for field evaluation. The selected devices included drone radar, changeable message sign with radar (CMR), a speed monitoring display (SMD) with CMS, portable rumble strips, and a novel speed activated sign designed by the researchers. Each of the devices had to be acquired and/or developed for this project and preliminary testing was conducted to identify an acceptable configuration for actual data collection. After the initial testing, field surveillance of the speed management devices at a variety of different work zone sites on interstates and state route highways in South Carolina was completed to collect the empirical data needed for evaluation. Both quantitative and qualitative analyses of the performance of the devices and strategies were completed. Some of the devices were also studied in combination with police enforcement. The results of the analysis show that all of the speed control devices studied during this project has the capability of lowering speeds. This report summarizes the findings of this research and provides several recommendations in choosing a speed control device for a particular work zone application. KW - Crashes KW - Drone radar KW - Field tests KW - Rumble strips KW - South Carolina KW - Speed control KW - Speed management KW - Speed monitoring displays KW - Variable message signs KW - Work zone traffic control UR - http://www.clemson.edu/t3s/scdot/pdf/projects/658%20Final%20Report.pdf UR - http://www.clemson.edu/t3s/scdot/pdf/projects/Summary%20658.pdf UR - http://ntl.bts.gov/lib/55000/55800/55867/FHWA-SC-06-10.PDF UR - https://trid.trb.org/view/850177 ER - TY - RPRT AN - 01051830 AU - Leonard, Blaine D AU - Utah Department of Transportation AU - Federal Highway Administration TI - Annual UTRAC Workshop on Transportation Research Needs: 2006 Proceedings PY - 2006/12/30 SP - 179p AB - An annual workshop (known as the UTRAC Workshop) was held on March 21, 2006 to discuss and prioritize the research needs of the Utah Department of Transportation (UDOT). Participants included UDOT managers and employees, Federal Highway Administration (FHWA) staff, individuals from other government agencies, researchers from the local Universities, consultants, contractors, and other interested parties. Problem Statements, describing research needs of the Department, were submitted prior to the workshop and then evaluated, modified, and prioritized by working groups at the workshop. This document describes UDOT research prioritization process, the UTRAC workshop and the resulting list of prioritized Problem Statements. The UTRAC Workshop included a plenary session, with a keynote address by UDOT Executive Director John Njord, P.E., an update on the status of various research projects, and the presentation of the Trailblazer Award to Dr. Lawrence D. Reaveley, Chair of the University of Utah Civil and Environmental Engineering Department, for his ardent support of transportation research. Much of the workshop was devoted to the evaluation of Problem Statements by groups of people organized by topic area. The nine topic area groups were: construction, maintenance, materials and pavements, environmental, planning and asset management, traffic management and safety, geotechnical, structural, and hydraulics. Each group used a voting process to determine the most important research needs in their discipline, in ranked order. A total of 64 Problem Statements were considered at the workshop, and 34 statements were prioritized. Of those 34 statements, the top 19 have been listed for potential funding by the Research Division, including the top two statements from each topic area group. The workshop was held at the Salt Lake Community College Miller Campus, in Sandy, Utah. A total of 118 people participated in the workshop. KW - Asset management KW - Construction KW - Environmental impacts KW - Geotechnical engineering KW - Hydraulics KW - Maintenance KW - Materials KW - Pavements KW - Planning KW - Research KW - Research problem statements KW - Strategic planning KW - Structural engineering KW - Traffic control KW - Traffic safety KW - Utah Department of Transportation KW - Workshops UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=10119 UR - http://www.udot.utah.gov/main/f?p=100:pg:1689501052849122999:::1:T,V:1566 UR - https://trid.trb.org/view/810836 ER - TY - RPRT AN - 01044272 AU - Minchin, R Edward AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - Identification and Demonstration of a Technology Adaptable to Locating Water in Post-tensioned Bridge Tendons PY - 2006/12/29/Final Report SP - v.p. AB - The research team has identified a technology with great potential for identifying and locating water in post-tensioned bridge members. This project called for the identification of a technology that can be developed to find hazardous materials in civil structures — specifically, water in post-tensioned bridge tendons. Florida Department of Transportation (FDOT) needs the ability to locate this water in a reliable, non-destructive way. Currently, FDOT spends time and energy checking the condition of individual strands and reacting to any troubled strand by searching for bleed water at its most likely location. The search, however, has been conducted using destructive methods that are not as reliable as desired. By using non-destructive methods to locate the water early, the water can be removed before damage is done to the strands. Also only those locations where state engineers are certain of the location of water will be disturbed. The days of blind, destructive searches will be over. The research team tested four technologies for their potential to provide a non-destructive, accurate, and efficient method for identifying and locating this harmful bleedwater. These technologies were ultrasonic sound waves, ground-penetrating radar, impact echo, and gamma-ray spectroscopy. Gamma-ray spectroscopy shows, by far, the most potential for development. KW - Bridge members KW - Bridges KW - Florida KW - Gamma rays KW - Ground penetrating radar KW - Hazardous materials KW - Impact echo tests KW - Location KW - Nondestructive tests KW - Posttensioning KW - Spectroscopy KW - Structures KW - Technology KW - Tendons (Bridges) KW - Ultrasonic waves KW - Water UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BD545_45_rpt.pdf UR - https://trid.trb.org/view/803640 ER - TY - ABST AN - 01460512 TI - Research Program Design---Administration of Highway and Transportation Agencies. State DOT Leadership Forum--2006 AB - The objective of this project is to conduct the third in a series of State DOT CEO Leadership Forums. The Forum will be structured around 3 to 5 theme areas. For each theme area, case studies/syntheses will be conducted of approximately 5 states representing good to great practice. The results of these syntheses will be the basis for Forum discussions to refine the guidance provided by the best practices. Gaps and research needs for improving practice will be identified for future action. KW - Best practices KW - Case studies KW - Leadership KW - Management KW - National Cooperative Highway Research Program KW - Research projects KW - State departments of transportation KW - Strategic planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=557 UR - https://trid.trb.org/view/1228729 ER - TY - ABST AN - 01460456 TI - Research Flexible Pavements and Extending the Life Cycle of Asphalts AB - No summary provided. KW - Asphalt pavements KW - Flexible pavements KW - In-service performance evaluation KW - Life cycle analysis KW - Life cycle costing KW - Performance evaluations KW - Research projects UR - https://trid.trb.org/view/1228673 ER - TY - RPRT AN - 01089305 AU - Brown, Richard AU - Briant, Clyde AU - University of Rhode Island, Kingston AU - Brown University AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - Failure Analysis of Breakaway Couplings PY - 2006/12/26/Final Report SP - 42p AB - As part of a lighting pole installation, typically used only on high speed roads to reduce the effect of impacts, four breakaway couplings are employed between the pole and the concrete base in the ground. Internally threaded, they screw onto four threaded steel rods, one at each corner of the concrete base. Threaded rods pass through holes in the pole base and screw into the opposite end of the coupling. This coupling system has several aims. Firstly, minimize damage to vehicles and occupants as little energy is transferred into the vehicle. Secondly, rapid pole replacement can be achieved with no base work required. Thirdly, the time spent at the work site is minimal, which increases the safety for the highway workforce. Fourthly, poles can be reset in winter. If the threaded rods or the base are damaged, or if the base is moved, the base must be adjusted or replaced. This is difficult when the ground is frozen. As the behavior of the poles directly reflects the performance of the breakaway couplings, this study to assess breakaway couplings was conducted. The purpose was to determine why breakaway couplings fail when not under impact conditions, why they do not fail after impact and why do they damage the base concurrent with the pole falling during impact in some instances. A field examination was combined with mechanical property testing and metallography in order to understand the processes occurring during service that may affect performance. This report summarizes the findings and provides recommendations for breakaway couplings. KW - Breakaway supports KW - Failure analysis KW - Field studies KW - Impact KW - Mechanical properties KW - Metallography KW - Performance KW - Poles (Supports) KW - Street lighting UR - https://trid.trb.org/view/849903 ER - TY - ABST AN - 01462984 TI - Planning Guide for Offsite Terminals AB - Issues related to highway congestion, air quality, facility constraints, and customer service may lead to more use of offsite passenger service terminals in conjunction with major airports. Offsite passenger services already are provided in various ways around the world, and more applications are being considered. However, offsite terminals do not always meet expectations, and some have been closed. This mixed record suggests that planners and operators need better information and guidance associated with the planning of offsite terminals. The objective of this research is to provide a guide for airport operators and others to use in planning offsite terminals. The research shall address topics such as warrants for offsite terminals and factors that influence their success; cover the range of services provided; and identify potential stakeholders and partners. KW - Accessibility KW - Airlines KW - Airport terminals KW - Boarding KW - Curbs KW - Guidelines KW - Passenger terminals KW - Research projects KW - Terminal operations UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=123 UR - https://trid.trb.org/view/1231209 ER - TY - RPRT AN - 01126237 AU - Amos, Dave AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Pavement Smoothness and Fuel Efficiency: An Analysis of the Economic Dimensions of the Missouri Smooth Road Initiative PY - 2006/12/18/Final Report SP - 28p AB - This study investigated the effect of pavement smoothness on fuel efficiency, specifically examining the miles per gallon in fuel savings for smooth versus rough pavement. The study found a 53% improvement in smoothness which resulted in over 2.4% improvement in miles per gallon. Vehicles used for the study were 2006, Navistar equipped, tandem dump trucks. KW - Dump trucks KW - Economic impacts KW - Fuel consumption KW - Missouri KW - Pavements KW - Smoothness UR - http://library.modot.mo.gov/RDT/reports/Ri05040/or07005.pdf UR - https://trid.trb.org/view/887344 ER - TY - ABST AN - 01462945 TI - Transit, Call Centers, and 511: A Guide for Decision Makers AB - The deployment of 511 is intended to become the nationwide transit and traffic telephone information resource. 511 projects are intended to provide better customer information for travelers, including transit customers. As stated in the May 2005 511 National Progress Report. In 1999, the U.S. Department of Transportation (U.S. DOT) petitioned the FCC to designate a nationwide three-digit telephone number for traveler information. At the time, over 300 different telephone numbers were found to be providing some sort of highway or public transportation related information to the public. On July 21, 2000, the FCC designated 511 as the national travel information number. The FCC ruling leaves nearly all implementation issues and schedules to state and local agencies and telecommunications carriers. There are no federal requirements and no mandated way to pay for 511. Consistent with the national designation of 511, the FCC expected that transportation agencies would provide the traveling public with a quality service that has a degree of uniformity across the country. Some transit systems have expressed concern that 511 deployment may affect their call-center operations with a significant increase in calls, which could result in additional staffing (and costs) or degraded service quality (and additional complaints). Research is needed to (1) provide agency decision makers with guidance on how 511 deployment may affect transit agencies and their customers and (2) provide tools for potential 511 implementers to assess the requirements for their operations, such as the level of automation and the nature of services to be considered. The objectives of this project are to (1) identify and estimate costs, benefits, opportunities, and risks associated with integrating transit call centers with 511; (2) create tools to assist transit decision makers in deciding whether or not to participate in 511 deployment and, if so, how to do so; and (3) develop models for providing transit travel information that integrates with 511. KW - National Cooperative Highway Research Program KW - Research projects KW - Traffic congestion KW - Traffic incidents KW - Transit centers KW - Travel time KW - Traveler information and communication systems UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1020 UR - https://trid.trb.org/view/1231170 ER - TY - ABST AN - 01464704 TI - Research for the AASHTO Standing Committee on the Environment. Task 33. National Register of Historic Places Eligibility AB - Transportation and historic preservation professionals have been voicing concerns for many years about the National Register eligibility evaluation process. During the 1996 Transportation Research Board (TRB) Environmental Research Needs in Transportation Conference, the conference's Cultural Resources Group identified "Review and Improvement of the Existing Process and Procedures for Evaluating Cultural Resource Significance" as the group's highest priority research need. Subsequent to the TRB conference, the National Cooperative Highway Research Program (NCHRP) funded a study to begin to address this research need. This study (NCHRP Project 8-40) reviewed how various agencies managed and organized cultural resource inventory data and historic contexts; and if information technology applications were useful in developing resource inventories and historic contexts, and in making National Register eligibility evaluations. The study found that SHPO and state Department of Transportation (DOT) staff rarely use historic contexts to evaluate the National Register eligibility of properties. The NCHRP Project 8-40, unfortunately did not explore why historic contexts were not used. The project also did not explore more fully what methods were actually being used by transportation and historic preservation specialists in making National Register eligibility evaluations. With a better understanding of how this process is conducted across the country, transportation and historic preservation professionals can assess if current practices are in fact working well, and if not, how the evaluation process can be improved. The objectives of this study were 1) to identify how practitioners actually evaluate the National Register eligibility of properties, in the context of transportation projects, and 2) to identify and/or develop best practices for evaluating National Register eligibility. KW - Best practices KW - Cultural resources KW - Eligibility KW - Historic preservation KW - Information technology KW - National Register of Historic Places KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1305 UR - https://trid.trb.org/view/1232936 ER - TY - ABST AN - 01464767 TI - Long-Term Pavement Performance (LTPP) Benefits Study AB - The research objectives of this study include: (1) Investigating the benefits derived from the LTPP Program to traffic characterization and prediction. (2) Studying the improvement in materials characterization originated from the LTPP Program. (3) Determining the environmental effects on pavement design and performance prediction contributed by the LTPP data. (4) Evaluating the benefits of LTPP data in pavement management. (5) Investigating the benefits of using the LTPP data in the evaluation of existing design methods and in the development of new pavement response and performance models applicable to pavement design and performance prediction. (6) Studying the effects of LTPP data on the development of maintenance and rehabilitation strategies. (7) Determining the influences of the LTPP data on the evaluation of specific design features on pavement performance. (8) Investigating future benefits that can be cultivated from the LTPP Program. KW - Long-Term Pavement Performance Program KW - Pavement design KW - Pavement performance KW - Pavement response data KW - Rehabilitation (Maintenance) KW - Research projects UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/10071/index.cfm UR - https://trid.trb.org/view/1232999 ER - TY - RPRT AN - 01090595 AU - Chapman, Martin C AU - Talwani, Pradeep AU - South Carolina Department of Transportation AU - Virginia Polytechnic Institute and State University, Blacksburg AU - University of South Carolina, Columbia AU - Federal Highway Administration TI - Seismic Hazard Mapping for Bridge and Highway Design in South Carolina PY - 2006/12/08/Final Report SP - 88p AB - The study involves probabilistic seismic hazard mapping for South Carolina. A hazard model is developed which defines the sources for potential earthquakes and earthquake recurrence relations. Seismic hazard, expressed as maps of motion intensity corresponding to four probabilities of exceedance, are derived from calculations at 1,247 site locations within and adjacent to South Carolina. The motions are defined in terms of pseudo-spectral acceleration (PSA) oscillator response for frequencies 0.5, 1.0, 2.0, 3.3, 5.0, 6.7 and 13 Hz, for 5% critical damping and peak horizontal ground acceleration (PGA). The four probability levels are 2%, 5%, 7%, and 10% probability of exceedance for 50 year exposure periods. The seismic hazard for 1.0 Hz PSA and PGA are deaggregated for 19 cities and towns across South Carolina, to represent the contribution to seismic hazard from various magnitude earthquakes at various distances. Computer software is provided to develop uniform hard response spectra and hazard-consistent synthetic ground motion time series for any site location in South Carolina. KW - Bridge design KW - Earthquakes KW - Hazards KW - Highway design KW - Intensity KW - Mapping KW - Mathematical models KW - Peak ground acceleration KW - Probability KW - Pseudospectral acceleration KW - Seismicity KW - Software KW - South Carolina UR - http://www.clemson.edu/t3s/scdot/pdf/projects/Summary%20621.pdf UR - https://trid.trb.org/view/850174 ER - TY - ABST AN - 01476372 TI - Self-Consolidating Concrete--Applications for Slip Form Paving, Phase 2 AB - The objective of this research is to develop a new type of concrete that can self-consolidate (without vibration) and hold its shape right after slip-form paving. Different from the conventional self-consolidating concrete, which has very high flowability and requires formwork for construction, this new type of self-consolidating concrete for slip-form paving will have sufficient flowability (a slump of approximately eight inches) for self consolidation but be stiff enough to hold its shape right after paving, thus not requiring formwork for construction. KW - Concrete pavements KW - Flowability KW - Pavement design KW - Paving KW - Research projects KW - Self compacting concrete KW - Slip form pavers KW - Slip form paving KW - Vibration UR - http://www.intrans.iastate.edu/research/projects/detail/?projectID=218688115 UR - https://trid.trb.org/view/1246326 ER - TY - ABST AN - 01464632 TI - Research for the AASHTO Standing Committee on the Environment. Task 32. Linking Environmental Resource and Transportation Planning--The Current State of Practice AB - This project will determine the extent to which environmental resource management plans are being considered during transportation project planning, environmental analysis, design and maintenance/operations. The research will examine plans for watershed management, water quality restoration, fisheries/wildlife management/restoration, threatened/endangered species protection and recovery, historic preservation, and open space preservation. The report will summarize results and recommend next steps to enhance integration of transportation and resource management planning. KW - Environmental design KW - Environmental policy KW - Historic preservation KW - Natural resources KW - Resource allocation KW - Transportation planning KW - Water quality KW - Watersheds UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1304 UR - https://trid.trb.org/view/1232864 ER - TY - ABST AN - 01463055 TI - A Guide to Emergency Response Planning at State Transportation Agencies AB - In May 2002, following the terrorist attacks of September 11, 2001, and the subsequent anthrax attacks, NCHRP produced A Guide to Updating Highway Emergency Response Plans for Terrorist Incidents (available on the AASHTO website at http://security.transportation.org/sites/security/docs/guide-ResponsePlans.pdf). Since then, a lot of research has been completed, and state transportation agencies have gained experience and recognized the need to revise and expand the 2002 Guide. For example, while the 2002 Guide recommended an all-hazards approach, the guidance needs to be expanded to apply to all transportation modes that are under state control or influence. This expansion will complement the scope of NCHRP Project 20-59(17), Guide to Risk Management of Multimodal Transportation Infrastructure, which is in progress. National policy also has changed since development of the 2002 Guide. Of particular relevance is the Department of Homeland Security's National Incident Management System (NIMS), which "provides a consistent nationwide approach for federal, state, tribal, and local governments to work effectively and efficiently together to prepare for, prevent, respond to, and recover from domestic incidents, regardless of cause, size, or complexity." The National Response Plan (NRP) implements NIMS and calls for states to develop "target capabilities" in order to ensure that all items in the "universal task list" (derived from Homeland Security Council planning scenarios) can be performed to the standards set by the NIMS Integration Center. NCHRP Report 525: Surface Transportation Security, Volume 6: Guide to Emergency Transportation Operations (ETO) outlines a coordinated, performance-oriented, all-hazards approach for improved management of traffic incidents, natural disasters, security events, and other emergencies on the highway system. There is a need to reflect changes in national response planning requirements, build on completed research such as ETO, and replace the 2002 Guide. The new Guide should be operationally oriented and practical guidance for state transportation agencies to use as they plan, organize, staff, train, exercise, manage, implement, and fund preparations to carry out their emergency responsibilities. These responsibilities include all transportation modes that are under state control or influence and functions performed by state transportation agencies in support of state and local emergencies (i.e., Emergency Support Functions under NIMS as reflected in state plans). The objective of this research is to develop a recommended Guide for use by state transportation agencies in planning and developing their organizational functions, roles, and responsibilities for emergency response within the all-hazards context of NIMS. KW - Coordination KW - Emergencies KW - Emergency response time KW - Guidelines KW - National Cooperative Highway Research Program KW - Operations KW - Research projects KW - Terrorism KW - Traffic KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=642 UR - https://trid.trb.org/view/1231280 ER - TY - ABST AN - 01460608 TI - Research for AASHTO Standing Committee on Highways. Task 212. Development of a Model Drivers License Handbook AB - This study developed a number of modules for inclusion in individual state's driver's handbooks. The final materials for this task include documents and images on the topics of Intelligent Transportation Systems, Sharing the Road with Bicyclists, Sharing the Road with Large Trucks, Tips for Older Drivers, and Work Zone Safety. Additionally, high quality images developed specifically for this task, as well as images obtained and adapted from other federal and state open sources are included. The materials have been submitted to AASHTO for distribution. The materials are provided in two formats: as Word documents with images embedded, as well as pdf versions. The respective image files are also submitted in both large format png and eps formats so that the end user will have access to print-quality images. The clients may also conceivably alter the eps format images to better suit their needs. All files are available at the links below for downloading. KW - Driver licenses KW - Driver licensing KW - Handbooks KW - Motor vehicle licensing KW - National Cooperative Highway Research Program KW - Research projects KW - States UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1227 UR - https://trid.trb.org/view/1228825 ER - TY - RPRT AN - 01042046 AU - Naik, Tarun R AU - Chun, Yoon-moon AU - Kraus, Rudolph N AU - University of Wisconsin, Milwaukee AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Investigation of Concrete Properties to Support Implementation of the New AASHTO Pavement Design Guide PY - 2006/12/01/Final Report SP - 59p AB - This research was conducted to investigate the splitting tensile strength and coefficient of thermal expansion (CTE) of concrete to support implementation of the AASHTO Mechanistic-Empirical Pavement Design Guide in Wisconsin. Wisconsin Department of Transportation (WisDOT) Grade A-FA Class C fly ash concrete mixtures containing selected types of coarse aggregates from 15 sources were investigated: glacial gravel from six sources, dolomite from five sources, quartzite, granite, diabase, and basalt. In addition, using concrete containing dolomite, effects of cementitious materials were investigated such as the source of cement, the source of fly ash, the use of GGBFS vs. fly ash, and the use of cement alone vs. cement plus fly ash. The splitting tensile strength test results of the concrete mixtures made with glacial gravel varied when the source of the gravel was changed. The splitting tensile strength of concrete mixtures made with dolomite varied significantly depending on the source. The types and sources of cementitious materials also affected the splitting tensile strength of the concrete made with dolomite. The splitting tensile strength measured by this testing program was about 30% higher, when compared with the values estimated from compressive strength using the mechanistic-empirical design guide for Level 2 design (lower accuracy than Level 1). Concrete using quartzite had the highest CTE of 12.2 × 10 supra -6/°C (6.8 × 10 supra -6/°F). Concrete mixtures using diabase, basalt, and granite had the lowest CTE of 9.3 to 9.5 × 10 supra -6/°C (5.2 to 5.3 × 10 supra -6/°F). Concrete mixtures using glacial gravel from the six sources had CTE values of 9.7 to 10.7 × 10 supra -6/°C (5.4 to 5.9 × 10 supra -6/°F). Concrete mixtures using dolomite from the five sources had relatively uniform CTE values of 10.4 to 10.8 × 10 supra -6/°C (5.8 to 6.0 × 10 supra -6/°F). The types and sources of cementitious materials had a negligible influence, 0.0 to 0.2 × 10 supra -6/°C (0.0 to 0.1 × 10 supra -6/°F), on the CTE of concrete made with dolomite. It is recommended that concrete containing cementitious materials and coarse aggregates other than the ones evaluated in this project be tested for splitting tensile strength. It is also recommended that concrete containing coarse aggregates other than the ones evaluated in this project be tested for CTE. CTE testing of concrete containing other sources of dolomite does not appear to be necessary. KW - American Association of State Highway and Transportation Officials KW - Basalt KW - Cementitious materials KW - Coarse aggregates KW - Coefficient of thermal expansion KW - Compressive strength KW - Concrete KW - Concrete properties KW - Diabase KW - Dolomite KW - Fly ash KW - Glacial gravel KW - Granite KW - Mechanistic-Empirical Pavement Design Guide KW - Quartzite KW - Tensile strength KW - Thermal expansion UR - http://minds.wisconsin.edu/bitstream/handle/1793/53330/06-03FR.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/06-03concretedesign-f1.pdf UR - https://trid.trb.org/view/798297 ER - TY - RPRT AN - 01486929 AU - Wasiuddin, Nazimuddin M AU - Mai, Anh T AU - Commuri, Sesh AU - Zaman, Musharraf M AU - University of Oklahoma, Norman AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Field Correlation of PQI Gauge with Nuclear Density Gauge: Phase I PY - 2006/12//Final Report SP - 28p AB - Traditionally, the Oklahoma Department of Transportation (ODOT) uses a nuclear density gauge as a quality control (QC) and quality assurance (QA) tool for in-place density. The nuclear-based devices, however, tend to have problems associated with licensing, equipment handling, and storage. The Pavement Quality Indicator (PQI), manufactured by TransTech Systems, Inc., is a non-nuclear device that determines the density of an asphalt pavement layer based on the principle of electrical impedance and the dielectric constants of associated materials. To this end, field data was generated from six field projects for calibration of a PQI 301 gauge. The performance of the PQI gauge was compared with a nuclear density gauge in four field projects and was validated against laboratory densities (AASHTO T 166) measured from selected cores extracted from the pavements. It was observed that 5-point data instead of 13-point data can be used for PQI density with 95% certainty in all the cases. It is recommended from this study that PQI 301 be used before the pneumatic roller than after the finish roller. A PQI gauge calibrated with 5 cores exhibits similar performances as the PQI gauge calibrated with 10 cores. Further study is required for validation of this conclusion. It was noticeable that PQI 301 produced better coefficient of determination than the nuclear gauge if the PQI gauge is used before the pneumatic roller. Finally, mean squared error as well as R-squared value should be used for calibration purposes. KW - Asphalt pavements KW - Calibration KW - Instruments for measuring density KW - Nuclear density gages KW - Pavement Quality Indicator KW - Paving KW - Quality assurance KW - Quality control UR - https://trid.trb.org/view/1253082 ER - TY - RPRT AN - 01471992 AU - American Association of State Highway and Transportation Officials (AASHTO) AU - National Cooperative Highway Research Program AU - Federal Highway Administration AU - Cambridge Systematics, Incorporated TI - U. S. Domestic Scan Program: Best Practices in Right-of-Way Acquisition and Utility Relocation PY - 2006/12//Final Scan-Tour Report SP - 80p AB - In 2006, The National Cooperative Highway Research Program (NCHRP), through NCHRP Project 20-68, initiated a Domestic Scan Pilot Program modeled after the International Technology Scanning Program sponsored by the American Association of State Highway and Transportation Officials (AASHTO) and the Federal Highway Administration (FHWA). The purpose of the domestic scan program is to identify, review, document, and disseminate innovative practices by transportation agencies throughout the United States. Two “pilot” scans were initially funded. This report documents the findings of the first pilot scan, Best Practices in Right-of-Way Acquisition and Utility Relocation, conducted in July 2006. The focus of the scan was on identifying, documenting, and disseminating innovative state practices in right-of-way acquisition and utility relocation to support the delivery of projects in a timely and cost-effective manner. KW - Best practices KW - Cost effectiveness KW - Pilot studies KW - Project management KW - Property acquisition KW - Public utilities KW - Relocation KW - Right of way (Land) KW - Scanning studies UR - http://domesticscan.org/wp-content/uploads/2010/06/FR1_NCHRP2068_Right-of-Way_all-in-one.pdf UR - https://trid.trb.org/view/1243275 ER - TY - RPRT AN - 01386408 AU - Schmalzer, P N AU - United States. Federal Highway Administration (FHWA). Turner-Fairbank Highway Research Center TI - Long-Term Pavement Performance Program manual for falling weight deflectometer measurements: version 4.1 PY - 2006/12 IS - FHWA-HRT-06-132 SP - 73p KW - Calibration KW - Calibration KW - Deflectometer KW - Deflectometers KW - Measurement KW - Measurement KW - Pavement technology KW - Pavement testing KW - Pavements KW - Test method KW - Test procedures KW - Tests for suitability, service and quality UR - https://trid.trb.org/view/1154170 ER - TY - RPRT AN - 01153251 AU - Lopez-Anido, Roberto A AU - Dagher, Habib J AU - University of Maine, Orono AU - Maine Department of Transportation AU - Federal Highway Administration TI - FRP-Wood Hybrid Bridge Deck for Union-Washington, Skidmore Bridge PY - 2006/12//Final Report SP - 253p AB - A hybrid panel made of Fiber Reinforced Polymer (FRP) and glued laminated wood (glulam) is proposed as a new bridge deck system. The FRP-glulam system is based on the concept of optimizing a bridge deck panel with FRP composite skins and a glulam core. Like conventional glulam decks, FRP-glulam panels can be used either as a longitudinal deck or as a transverse deck with respect to the bridge span direction. The FRP-glulam panel was proven to be an attractive choice for a bridge deck system with fast installation, lightweight, and ease of connection with other bridge components. The FRP-glulam panel system was demonstrated at Union-Washington Skidmore Bridge deck, which was constructed in October of 2001. This report describes the laboratory work, design considerations and manufacturing of the bridge deck panels for the Skidmore Bridge in the towns of Washington and Union. KW - Bridge decks KW - Bridge design KW - Composite materials KW - Demonstration projects KW - Fiber reinforced plastics KW - Installation KW - Laboratory tests KW - Laminated wood KW - Lightweight materials KW - Union (Maine) KW - Washington (Maine) UR - http://www.maine.gov/mdot/tr/documents/pdf/report0614f.pdf UR - https://trid.trb.org/view/914809 ER - TY - RPRT AN - 01139446 AU - Houston, Nancy AU - Booz Allen Hamilton AU - Federal Highway Administration AU - Federal Highway Administration TI - Using Highways During Evacuation Operations for Events with Advance Notice: Routes to Effective Evacuation Planning Primer Series PY - 2006/12//Final Report SP - 88p AB - Evacuations may involve hundreds or hundreds of thousands of people. Regardless of the numbers, in each and every instance, the transportation network plays a key role in evacuating people out of harm’s way. Recognizing the unique challenges posed by the disaster environment on mobility and the safe and secure movement of people and goods, the U.S. Department of Transportation’s (DOT’s) Federal Highway Administration (FHWA) seeks to improve evacuation planning and implementation by bringing to the emergency management community new ways of better using the transportation network before and during evacuations. This document constitutes the first of a primer series entitled “Routes to Effective Evacuations.” This primer is intended as a tool to aid local and state planners to maximize the use of the highway network in the development and execution of evacuation plans for their communities, states or regions. KW - Advance notification KW - Disaster preparedness KW - Disasters and emergency operations KW - Emergency management KW - Evacuation KW - Highway operations KW - Local government KW - Planning KW - State government UR - http://ntl.bts.gov/lib/30000/30800/30887/FHWA-HOP-06-109.pdf UR - https://trid.trb.org/view/899671 ER - TY - RPRT AN - 01135800 AU - Federal Highway Administration TI - Congestion Pricing. A Primer. State, Federal and Commercial Assessment Approaches PY - 2006/12 SP - 148p AB - Growing congestion in the U.S. transportation network poses a substantial threat to the U.S. economy and to the quality of life of millions of Americans. According to the Texas Transportation Institute (TTI), in 2003, congestion in the top 85 U.S. urban areas caused 3.7 billion hours of travel delay and 2.3 billions gallons of wasted fuel, for a total cost of $63 billion. Congestion pricing--sometimes called value pricing--is a way of harnessing the power of the market to reduce the waste associated with traffic congestion. Congestion pricing works by shifting purely discretionary rush hour highway travel to other transportation modes or to off-peak periods, taking advantage of the fact that the majority of rush hour drivers on a typical urban highway are not commuters. By removing a fraction (even as small as 5%) of the vehicles from a congested roadway, pricing enables the system to flow much more efficiently, allowing more cars to move through the same physical space. KW - Congestion pricing KW - Fuel costs KW - Mode choice KW - Peak hour traffic KW - Quality of life KW - Traffic congestion KW - Traffic delays KW - Traffic flow KW - Travel costs UR - https://trid.trb.org/view/896136 ER - TY - SER AN - 01108742 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Lin, Jie AU - Pu, Wenjing AU - Zyznieuski, Walt AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Proceedings of the Mobile Source Air Toxics Peer Exchange Meeting PY - 2006/12//Research Report IS - 07-002 SP - 68p AB - Air toxics is an emerging area that receives more and more attention—from transportation/environmental agencies, academic researchers, and the public—because of potential health issues and uncertainties with modeling and the science behind MSAT. Currently 188 air toxics are identified in the Clean Air Act as hazardous air pollutants. Among them, 21 are labeled as mobile source air toxics (MSAT) by the U.S. Environmental Protection Agency (EPA). In particular, 6 of the 21 MSATs are priority MSATs. They are benzene, formaldehyde, acetaldehyde, diesel particulate matter/diesel exhaust organic gases, acrolein, and 1,3-butadiene. There are no regulatory concentration standards set up for the six MSATs. In response to the need for federal guidance in documenting MSAT impacts by state DOTs, the Federal Highway Administration (FHWA) issued Interim Guidance on February 3, 2006 to advise state Departments of Transportation (DOT) on when and how to analyze MSATs in the National Environmental Policy Act (NEPA) process for highway projects. As the science progresses, FHWA will update the MSAT guidance. Given many uncertainties with the new guidance that is still evolving, on October 5-6, 2006 the Mobile Source Air Toxics Peer Exchange Meeting was successfully held at Allerton Park, Monticello, Illinois, facilitated by University of Illinois at Chicago (UIC). Twenty-one participants from the six state DOTs (Illinois, Indiana, Michigan, Minnesota, Ohio, and Wisconsin), FHWA, US EPA Region 5 Office, Illinois EPA and UIC attended the meeting. The meeting covered both the technical and practical issues/uncertainties emerging from the new MSAT guidance and exchanged ideas and experiences in documenting MSATs in the NEPA documents. These proceedings summarize the topics and issues covered in the presentations and roundtable discussion at the meeting. KW - Air pollution KW - Air quality management KW - Conferences KW - Environmental impacts KW - Guidelines KW - Illinois KW - Mobile sources KW - Peer groups KW - Poisons KW - Pollution control KW - Public health UR - http://www.ict.uiuc.edu/Publications/report%20files/FHWA-ICT-07-002.pdf UR - https://trid.trb.org/view/867552 ER - TY - RPRT AN - 01108725 AU - Kohler, Erwin AU - Roesler, Jeffery R AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Accelerated Pavement Testing of Extended Life Continuously Reinforced Concrete Pavement Sections PY - 2006/12//Final Report SP - 356p AB - Ten CRCP sections were built at the ATREL full-scale testing facility, with five sections being tested under accelerated traffic loading conditions and five sections evaluated for induced transverse cracks. The opening and closing of cracks was measured at several transverse cracks, along with vertical deflections, transverse strains at the top of the slab, and internal pavement temperature. Two procedures were developed to determine crack width from the measurement of crack closing. These procedures used the horizontal deformation caused by changing the vertical load level or temperature condition to determine the in situ crack width. By calibrating the crack width model presented in the mechanistic-empirical pavement design guide (ME-PDG), crack width values obtained under different temperature conditions could be standardized. The model was adapted to predict crack width at any depth in the slab and an enhancement is proposed to use the model for predicting short-term changes in crack width. Continuous surveying of the pavements for more than two years and the sequential application of a large number of rolling-wheel loads on each section allowed for the collection of response data and observation of CRCP failure mechanism. Comparisons are presented regarding the elastic responses in sections with different design features (PCC thickness, steel content, and steel depth). Under conditions of small crack width (less than 0.15 mm), load transfer capacity at the transverse cracks remained intact despite heavy traffic loads and seasonal thermal cycles. Failure of the CRCP sections resulted from permanent deformation in the supporting layers. This report includes evaluation of crack width variability and use of FWD to characterize in situ crack width of field CRC pavements. Recommendations are made for the improvement of CRCP construction based on early age temperature, concrete drying shrinkage, and induction of transverse cracks. KW - Accelerated pavement tests KW - Concrete pavements KW - Continuously reinforced concrete pavements KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement cracking KW - Pavement design KW - Portland cement concrete KW - Reinforced concrete KW - Reinforcement (Engineering) KW - Service life KW - Transverse cracking UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-141.pdf UR - https://trid.trb.org/view/867553 ER - TY - RPRT AN - 01104835 AU - Kwasniak, Andrew M AU - Chivoiu, Bogdan AU - Tarko, Andrew P AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Expert System to Support Site Investigation for Safety Improvement PY - 2006/12//Final Report SP - 192p AB - One of the goals of traffic safety specialists is to improve road geometry and traffic control at high-crash locations to reduce the risk of crash. The most difficult part of site investigation is determining the causes of crashes. This task may be overwhelming, particularly for inexperienced investigators. Experienced investigators often may have difficulties in connecting various pieces of information and knowledge due to the high level of uncertainty, the high complexity of safety impacts, and the gaps in what is known about driver performance during the crash occurrence. An AI method is proposed to help investigators identify the crash causes. A developed knowledge-based system utilizes information from two sources: (1) extracted from the crash database and (2) collected during a site investigation. It connects these pieces of information with relevant safety countermeasures. The study proposes to deploy a tree-like structure of a knowledge base allowing for fast search of the solution. The knowledge needed for the tool has been sufficiently documented in published work. The knowledge base structure is transparent and understandable and a user can easily edit it. The safety improvements suggested by RSIT are well justified. The report generated by RSIT can be added to the final investigation report. The developed prototype software called Road Safety Investigation Tool (RSIT) is user-friendly. Its preliminary evaluation has brought promising results. The developed tool can reduce the required size of the investigation team and/or decrease the time spent at the investigated site. KW - Countermeasures KW - Crash risk KW - Crash risk forecasting KW - Expert systems KW - High risk locations KW - Risk assessment KW - Safety improvement KW - Traffic control KW - Traffic safety UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1759&context=jtrp UR - https://trid.trb.org/view/864344 ER - TY - RPRT AN - 01104829 AU - Zambrano, Carlos AU - Drnevich, Vincent P AU - Bourdeau, Philippe L AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Advanced Compaction Quality Control PY - 2006/12//Final Report SP - 96p AB - This Synthesis Study gathered the current knowledge on the topic of Intelligent Compaction and provides the Indiana Department of Transportation (INDOT) with recommendations for action. It appears that totally embracing this technology at this time is premature. On the other hand, it also appears that prudent use of this technology could provide tremendous benefit-to-cost ratios over the long term and position Indiana as a leader among the States in adopting it. After examining the technological developments over the last decade it is concluded that Intelligent Compaction is a near certainty in the future. The big question is: When is the right time to begin working on it? The answer is now! There is much activity in this area on the part of the FHWA and NCHRP. However, some major questions exist on which technology to adopt, how to accurately calibrate it, and what do the test results mean for design of pavements and other highway structures. Adoption of Intelligent Compaction will make obsolete current quality control processes that are principally based on spot tests that lead to delays in construction work, due to laborious testing and time lags from testing to having to be done in the laboratory or field office. Furthermore, these tests normally have a sample volume of about 1000 cm3, being an unreliable way to represent the compaction results of the entire worked area. A far more important consequence will be the increased uniformity of the compacted material. It can be argued that premature failures in pavements and embankments occur primarily from “pockets” of material with anomalous properties that create “weak links” or discontinuities which give rise to distress. Intelligent compaction could eliminate the existence of these. Continued use of current spot methods, even with heavily increased spatial frequency, will be neither foolproof nor economical. This report provides both short-term and long-term recommendations. The short-term recommendations are to modify existing INDOT specifications for proof-rolling to make them easier to interpret and consistent with other states such as Ohio, Minnesota, Wisconsin, New York, Arizona, Iowa, North Carolina and Colorado. The long-term recommendations are to INDOT are to participate in the pool funded project of FHWA. It also is recommended that the highway contractors of Indiana become involved to show them the benefits associated with the technology that will provide exceptional value to all who understand and make use of it. KW - Benefit cost analysis KW - Compaction KW - Indiana KW - Intelligent compaction KW - Materials adaptation and use KW - Pavement design KW - Quality assurance KW - Quality control KW - Road construction UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1756&context=jtrp UR - https://trid.trb.org/view/864266 ER - TY - RPRT AN - 01104827 AU - Glista, David J AU - DeWoody, Andrew AU - DeVault, Travis L AU - Rhodes, Olin E AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Reduction of Automobile and Aircraft Collisions with Wildlife in Indiana PY - 2006/12//Final Report SP - 213p AB - Conflicts between wildlife and human interests have increased in recent decades due to growing human populations and the resulting expansion of anthropogenic pressures into wildlife habitat. The overall objectives were to evaluate the potential impacts of wildlife on transportation in Indiana and vice-versa. The results presented in this final report summarize two aspects of our research: the impact of automotive traffic on wildlife (“roadkill”; Part I), and the wildlife hazards present at general aviation airports around the state (“airstrike”; Part II). The roadkill dataset indicated that at 13 survey routes traversing 180 linear km of road, 11,068 animals were killed by traffic. These animals included mammals, birds, reptiles, and (mostly) amphibians. GIS data indicates that nearby wetlands were typically associated with a high incidence of roadkill. While roadkills were detected in all months, there were obvious seasonal and weather related patterns in the data. Most roadkills occurred from July through September, which was concurrent with peak temperatures and precipitation levels. We highlight a variety of animal-friendly engineering options that can be used to effectively reduce encounters between wildlife and drivers, resulting in fewer accidents and less roadkill. With regard to the airstrike dataset, airport habitats consisted mainly of short grass (40.2% of total airport area), soybean fields (10.3%), corn fields (9.5%), runway systems (8.1%), other development (6.6%), woodlots (5.2%), medium grass (4.8%), tall grass (4.6%), and hayfields (3.2%). At least two types of wildlife attractants were present at each airport property, and the most common wildlife attractants included standing water (ephemeral), open culverts, crop fields, woodlot refugia, and gravel piles. Proportion of airport perimeters fenced ranged from 7.5% to 100%, but most airport perimeters were >40% fenced. Most airports with >25% of the perimeter enclosed by chain-link fencing had 0.2-0.5 openings per 100 m of fence, with gaps and dig-holes being the most common openings. Considering the most hazardous species, 0-92 white-tailed deer and 0-28 coyotes were observed at individual airports combining all survey methods across a year. Of 16 bird species groups identified as hazardous to aircraft, American kestrel, blackbirds-starling, crows-ravens, mourning dove, shorebirds, sparrows, and swallows were present at 9-10 of the airport properties; geese, hawks (buteos), and vultures were present at 7-8 of the airport properties; and ducks, herons, and rock doves were present at 5-6. Questionnaires indicated that pilots using focal airports were accustomed to wildlife hazards: 69% of respondents reported that they had altered aircraft operation due to wildlife within the past year, and 25% reported involvement in a wildlife strike during the past year. Furthermore, 88% of respondents felt that wildlife populations at Indiana airports were at least “somewhat hazardous”. Despite pilots’ awareness of wildlife hazards, less than 70% of respondents supported the use of fencing or wildlife deterrents, 43% supported modification/elimination of wildlife habitat, and only 38% of respondents supported for lethal removal of wildlife on airport properties. Hazards associated with deer and coyotes can be alleviated by installing suitable fencing; for airports with extant fences, care should be taken to monitor fences regularly and repair gaps as soon as they are discovered. Presence of deer and coyotes inside airport fences should not be tolerated. Birds are best managed by maintaining airport habitats in a manner that minimizes availability and/or quality of food, water, cover, and loafing sites for hazardous species. Furthermore, several new technologies and refinements in techniques for wildlife damage management at airports have emerged recently and may benefit small airports, such as advancements in electric fencing and the use of dead bird effigies to repel some hazardous bird species. KW - Air transportation crashes KW - Aircraft crash victims KW - Animal vehicle collisions KW - Aviation safety KW - Crashes KW - Highway safety KW - Indiana KW - Midair crashes KW - Road kill KW - Wildlife UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1754&context=jtrp UR - https://trid.trb.org/view/864263 ER - TY - RPRT AN - 01104409 AU - Banks, M Katherine AU - Schwab, A Paul AU - Alleman, James E AU - Hunter, James G AU - Hickey, Jason C AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Constructed Wetlands for the Remediation of Blast Furnace Slag Leachates PY - 2006/12//Final Report SP - 200p AB - A study was conducted at a site adjacent to I-65 site near Hobart, IN. The pilot scale study was designed to evaluate the use of a subsurface constructed wetland to treat leachate from the slag-based embankment. The constructed wetland proved to be effective in reducing a number of the leachate constituents that impact surface water quality, including pH, TDS, salinity, and sulfate. The system worked best under low flow conditions and extended retention times between surges of leachate into the wetland. The zero flow restriction of the system was met and resulted in elevated concentrations of salts and metals in the sediments. Treatment of the slag leachate could be enhanced through the use of a flow-through system that utilizes different options: reciprocating flow regime, alternating organic substrate, and process segmentation to utilize both aerobic and anaerobic processes. A better understanding of the speciation of target pollutants also would be beneficial in determining the fate and availability of the compounds. Additional analyses of substrate and precipitation products after treatment in conjunction with the modeling of chemical equilibra would be useful to determine if reaction rates are optimized. KW - Bioremediation KW - Contamination (Environmental) KW - Environmental impacts KW - Leachate KW - Runoff KW - Sediment discharge KW - Sediments KW - Slag KW - Waste products KW - Wetland conservation KW - Wetlands UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1710&context=jtrp UR - https://trid.trb.org/view/864160 ER - TY - RPRT AN - 01104399 AU - Sreekrishnavilasam, Asha AU - Santagata, Maria Caterina AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Characterization of Fresh and Landfilled Cement Kiln Dust (CKD) and Its Applications in Highways PY - 2006/12//Final Report SP - 278p AB - This research addressed the recycling of cement kiln dust (CKD), a by-product of cement manufacturing. While significant quantities of CKD are generated every year, its utilization in construction has been to this day quite limited. Additionally, the issue of reusing already landfilled CKD has remained almost completely unexplored. The work made use of three fresh CKDs collected at different instances from the same U.S. plant, as well as CKD obtained from different locations in a 12 year old landfill adjacent to the plant. A comprehensive experimental study of the physio-chemical and engineering properties of the CKDs was performed, and the results compared to published data for other CKDs. Differences in the free lime content were observed between different batches of the fresh CKD and were ascribed to changes implemented to the cement plant. Tests performed on the landfilled CKD showed very consistent characteristics and the presence of only traces of free lime. A distinct characteristic note for both CKDs is the small particle size (85-95% <10μm). Marked differences in particle morphology are, however, observed between the fresh and the landfilled CKD, which have a significant impact on the engineering properties. Hence, the study highlights the potential impact of chemical alteration processes on the properties of reactive byproducts when exposed to the environment in a disposal site. Based on the results of the characterization study, several potential applications for the CKDs were identified. Two of these: soil improvement and controlled low strength materials (CLSM) were selected for additional work. In investigating the use of CKD for soil improvement, only one fresh CKD was found to be sufficiently reactive (thanks to presence of free lime). The results for the other fresh and the landfilled CKD suggest that these materials may be used in combination with limited amounts of Portland cement to treat wet subgrades or water-logged areas. The viability of using the low free lime fresh and landfilled CKDs in CLSMs was assessed through comparison of the fresh and hardened properties to those of fly ash based mixtures. While all CKD mixtures displayed excellent flow properties, only those manufactured with the highest cement dosage considered (50 kg/m3) had setting times and strength compatible with their practical use in the field. KW - Bituminous pavements KW - Building materials by properties KW - Cement kilns KW - Kiln dust KW - Landfills KW - Limestone soils KW - Soil lime mixtures KW - Soils by chemical content or action KW - Subgrade (Pavements) KW - Subgrade materials KW - Waste products UR - http://docs.lib.purdue.edu/dissertations/AAI3239760/ UR - https://trid.trb.org/view/864163 ER - TY - RPRT AN - 01104339 AU - Kim, Kwang Kyun AU - Prezzi, Monica AU - Salgado, Rodrigo AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Interpretation of Cone Penetration Tests in Cohesive Soils PY - 2006/12//Final Report SP - 195p AB - This report focuses on the evaluation of the factors affecting cone resistance measurement during cone penetration in saturated clayey soils and the application of the result to pile shaft capacity analysis. In particular, effects of drainage conditions around the cone tip were studied. Rate effects related to both drainage and shear strength dependence on loading rate were studied. In order to investigate the effects of drainage during penetration, penetration tests were performed with various velocities in the field and in a calibration chamber, and the obtained data were analyzed. For the field tests, two sites which have homogeneous clayey soil layers below the groundwater table were selected, and CPTs were performed with various penetration rates. Penetration tests in the calibration chamber were performed to investigate the transition points between undrained and partially drained, partially drained and fully drained conditions based on cone penetration rate and the coefficient of consolidation. A series of flexible-wall permeameter tests were conducted for various mixing ratios of clays and sands to obtain values of the coefficient of consolidation, which is a key variable in determining the drainage state during cone penetration. Nine piezocone penetration tests were conducted at different rates in calibration chamber specimen P1 (mixture of 25 % clay and 75 % sand) and eight penetration tests were carried out in calibration chamber specimen P2 (mixture of 18 % clay and 82 % sand). From the results of the penetration tests in the calibration chamber, a cone resistance backbone curve, with qc plotted versus normalized penetration rate, was established. Guidelines were proposed for when to interpret CPT tests, whether in estimating soil properties or in estimating pile resistances, in soils for which penetration takes place under conditions that cannot be established as either drained or undrained a priori. KW - Bearing capacity KW - Clay KW - Clay soils KW - Cohesive soils KW - Cone penetrometers KW - Instruments for measuring specific properties KW - Measuring instruments KW - Mechanical properties KW - Pile driving KW - Soil stabilization UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1735&context=jtrp UR - https://trid.trb.org/view/864120 ER - TY - RPRT AN - 01104263 AU - Lee, Linda S AU - Zhai, Xihong AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Lab Testing and Field Implementation of Soil Flushing. Volume 1 PY - 2006/12//Final Report SP - 76p AB - Many of the Indiana Department of Transportation (INDOT) sites are contaminated with aromatic hydrocarbons and chlorinated solvents; these contaminants often occur in the form of light non-aqueous phase liquids (LNAPLs) or dense non-aqueous phase liquids (DNAPLs). Considerable effort has recently been focused on developing in-situ technologies for removing or destroying NAPL source zones, and several potentially viable methods have emerged including cosolvent-enhanced source zone removal. Most recently, site-specific remedial designs involving a combination of in-situ methods (often referred to as a treatment train) have been proposed for which data are still sparse. The primary goal of the laboratory experiments is to assess the utility and effectiveness of a biofriendly cosolvent ethyl lactate for source zone flushing through enhanced dissolution mechanisms followed by assessing enhanced biological removal of contaminant residuals by cosolvent residuals. Ethyl lactate residuals after source zone remediation can serve as a substrate for indigenous microorganisms to induce anaerobic conditions and enhance in-situ reductive dehalogenation, but whether or not this process would further facilitate complete mineralization or if it too would stall at undesirable metabolites is unknown. Results from these lab evaluations involving batch tests and one-dimensional (1-D) and two-dimensional (2-D) flow systems will contribute to assessing the value of this treatment train approach for relevant INDOT sites and to developing an effective strategy for using this approach under field conditions. Ethyl lactate was found to be very efficient in recovering DNAPL mass in source zone. The residual amount of EL not only poses no harm to indigenous microbial population in a DNAPL contaminated site, but also serves as electron donor to promote the microbial dehalogenation of chlorinated contaminants, such as perchloroethene (PCE) and trichloroethylene (TCE) in the down gradient plume. Therefore, the flushing agent, EL, can be left behind at low concentrations to facilitate biodegradation in the plume. The soils used were from INDOT sites selected based on input from INDOT staff regarding amenability to future site remediation via the proposed treatment train. Site selection and assessment required travel by senior personnel to evaluate the nature and extent of contamination and by research assistants to collect soil samples for laboratory experiments. KW - Biological materials KW - Chemical processes KW - Contaminants KW - Dense non-aqueous phase liquids KW - Dissolution KW - Flushing KW - Indiana KW - Laboratory tests KW - Non-aqueous phase liquids KW - Pollutants KW - Soil remediation KW - Soil science UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1725&context=jtrp UR - https://trid.trb.org/view/863993 ER - TY - RPRT AN - 01089505 AU - Lenke, Lary R AU - University of New Mexico, Albuquerque AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Settlement Issues -- Bridge Approach Slabs PY - 2006/12//Interim Report SP - 102p AB - The New Mexico Department of Transportation (NMDOT) Bridge Section in conjunction with various NMDOT district engineers has documented settlement issues with bridge approach slabs, i.e., the ubiquitous “bump at the end of the bridge,” as a pressing maintenance, safety, construction and design issue. Bridge approach slab problems affect approximately 25% of U.S. bridges (about 150,000 structures nationwide) and at least $100 million (1997 dollars) is spent every year on repairs dealing with this issue. Based on population proportions, the author estimates the cost in New Mexico is approximately $750,000 (2005 dollars). “The bump” is of interest to the NMDOT because of maintenance costs and liability issues. A literature review identifies geotechnical issues with the natural soil foundation and the embankments as the leading contributor to “the bump.” Inadequate subsurface investigation, analysis, and subsequent stabilization of deep-seated foundation problems are factors in long term settlements. Poor material selection, compaction criteria, and compaction control can cause long term settlement problems in the approach embankment. Erosion and drainage concerns can be contributing factors to approach settlements, but tend to be of secondary concerns compared to geotechnical issues. Too short approach slabs can be problematic as they tend to exacerbate “the bump.” A field evaluation of 19 New Mexico bridges suggest that most, if not all, bump problems in the state are associated with geotechnical issues. The lengths of approach slabs in New Mexico are deemed too short. Recommendations for dealing with “the bump” are thorough geotechnical analysis and engineering implementation of this analysis in the design and construction of the natural soil foundation and embankment materials. High quality QA/QC (quality assurance/quality control) is absolutely required. Lengthening of approach slabs is also recommended. KW - Bridge approaches KW - Costs KW - Embankments KW - Field studies KW - Foundation soils KW - Geotechnical engineering KW - Length KW - Liability KW - Literature reviews KW - New Mexico KW - Quality assurance KW - Quality control KW - Settlement (Structures) UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM04MNT02SettlementIssuesBridgeApproachSlabsPhaseI_2006.pdf UR - https://trid.trb.org/view/849913 ER - TY - RPRT AN - 01084835 AU - Rivas, Todd AU - US Forest Service AU - Federal Highway Administration TI - Erosion Control Treatment Selection Guide PY - 2006/12 SP - 64p AB - This guide presents a strategy and information to assist professional judgment in developing cost-effective erosion control treatments for conditions commonly encountered on USDA Forest Service lands. This guide focuses on erosion control treatment and does not specifically address sediment control. While the guide emphasizes permanent, long-term erosion control on steep slopes (greater than 50-percent slope gradient), the strategy and information may also apply to temporary construction-related erosion control and on flatter slopes. In addition, a strategy is presented for considering complicated and high-risk erosion conditions, such as gullies and landslide prone areas. However, solutions are not provided for these complex situations. Instead they are addressed in general terms to assist with determining when additional analysis or technical assistance may be needed. This guide is a starting point for treatment selection that considers site-specific conditions requiring professional judgment and includes: Erosion-Control Principles, Erosion Types, Soil Types, Erosion-Control Treatments, Erosion-Control Treatment Selection, and Erosion-Control Resources. KW - Cost effectiveness KW - Erosion control KW - Guidelines KW - Gullies KW - Landslides KW - Slopes KW - Soil stabilization KW - Soils KW - Treatment UR - http://www.fs.fed.us/eng/pubs/pdf/hi_res/06771203hi.pdf UR - https://trid.trb.org/view/844546 ER - TY - RPRT AN - 01079758 AU - DeWolf, John T AU - D'Attilio, Paul F AU - Feldblum, Eric G AU - Lauzon, Robert G AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Bridge Monitoring Network--Installation and Operation PY - 2006/12//Final Report SP - 36p AB - This report discusses the planning, design and installation of monitoring systems on a network of bridges in the State of Connecticut. The project began with the development of a generic set of guidelines for using currently available monitoring equipment to serve as a basis for designing long-term systems for each of the different bridges. These were then used to design individual monitoring systems that were tailored to each bridge, using sensors for strain, temperature, tilt and vibration. Monitoring has been conducted on a continuous basis, with excitation provided by normal traffic loading. Results from the four fully operational monitored bridges are presented. The goal has been to use long-term monitoring to learn how bridges behave over many years and to use data from the monitoring systems to establish a basis for long-term structural health monitoring. Systems for five additional bridges are planned or under construction. KW - Accelerometers KW - Bridges KW - Concrete bridges KW - Connecticut KW - Monitoring KW - Steel bridges KW - Strain gages KW - Structural health monitoring KW - Thermal movement KW - Tiltmeters KW - Vibration UR - http://docs.trb.org/01079758.pdf UR - https://trid.trb.org/view/838759 ER - TY - RPRT AN - 01055910 AU - Vollor, Timothy W AU - Hanson, Douglas I AU - National Center for Asphalt Technology AU - Federal Highway Administration TI - Development of Laboratory Procedure for Measuring Friction of HMA Mixtures - Phase I PY - 2006/12 SP - 29p AB - Pavement friction during wet conditions continues to be a major safety concern for pavement design and maintenance. The skid resistance of pavements is commonly measured using ASTM E 274, Skid Resistance of Paved Surfaces Using a Full-Scale Tire. However, there are no standard test procedures for evaluating the friction of a hot mix asphalt (HMA) wearing course during the mix design process. The objective of this study was to design and build a prototype laboratory device and develop tentative laboratory procedures for evaluating the wet friction and/or aggregate polishing characteristics of HMA mixtures. KW - Aggregates KW - Asphalt mixtures KW - Friction KW - Hot mix asphalt KW - Laboratory studies KW - Measurement KW - Mix design KW - Pavement performance KW - Polishing (Aggregates) KW - Procedures KW - Skid resistance KW - Test procedures KW - Wearing course (Pavements) KW - Wet weather UR - http://www.eng.auburn.edu/research/centers/ncat/files/reports/2006/rep06-06.pdf UR - https://trid.trb.org/view/814990 ER - TY - RPRT AN - 01055909 AU - Timm, David AU - West, Randy AU - Priest, Angela AU - Powell, Buzz AU - Selvaraj, Immanuel AU - Zhang, Jingna AU - Brown, Ray AU - National Center for Asphalt Technology AU - Federal Highway Administration TI - Phase II NCAT Test Track Results PY - 2006/12 SP - 94p AB - There is a need to be able to quickly test materials and mixtures in-place, under real traffic. There have been many developments during the last few years that need verification prior to adopting. One such development is the new proposed mechanistic pavement design procedure. Another is the development of proposed performance tests that need verification. It will take at least 15 to 20 years to verify these procedures on existing highways. However, accelerated loading facilities such as the National Center for Asphalt Technology (NCAT) Test Track can accomplish these verification studies safely in two to three years. This can be done at reduced cost and without adversely affecting the driving public. The NCAT test track was built in 2000 and has now been in use for five years. Experimental sections on the 1.7 mile Pavement Test Track are cooperatively funded by a number of state departments of transportation (DOTs) and the Federal Highway Administration (FHWA), with operation and research managed by NCAT. In 2000, forty-six different test sections were installed at the facility, each at a length of 200 feet. Materials used locally by the section sponsors were transported to NCAT during construction to maximize the applicability of results to the sponsors. In 2003, many of these sections were rebuilt and traffic again initiated. This report, generally speaking, is meant to be a summary document of the 2003 Test Track research efforts. The report gives an overview of the 2003 Test Track, describes mixture performance studies undertaken, discusses structural studies performed, and relates items implemented by the state departments of transportation. KW - Accelerated tests KW - Materials KW - Materials tests KW - Mechanistic design KW - Mixtures KW - Pavement design KW - Pavement performance KW - Performance tests KW - State departments of transportation KW - Structural tests KW - Structures KW - Test tracks KW - Traffic loads UR - http://www.eng.auburn.edu/research/centers/ncat/files/reports/2006/rep06-05.pdf UR - https://trid.trb.org/view/814979 ER - TY - RPRT AN - 01055138 AU - Gabler, H Clay AU - Gabauer, Douglas J AU - Virginia Polytechnic Institute and State University, Blacksburg AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Safety Audit of Fatalities and Injuries Involving Guide Rail PY - 2006/12//Final Report SP - 85p AB - The goal of this study is to evaluate fatal and injury-causing guide rail accidents in New Jersey. The project has investigated this issue through the combination of a comprehensive literature survey, interviews with roadside safety researchers on ongoing research, examination of U.S. and state accident databases, and field investigation of guide rail crash sites which result in either fatal or serious occupant injury. The research program has evaluated the characteristics of fatal guide rail accidents which occurred in New Jersey during the contract period, and also conducted site investigations of a subset of guide rail crashes. KW - Crash injuries KW - Crash investigation KW - Crashes KW - Databases KW - Fatalities KW - Guardrails KW - Interviewing KW - Literature reviews KW - New Jersey UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2007-001.pdf UR - https://trid.trb.org/view/814920 ER - TY - RPRT AN - 01054071 AU - Jeffers, John P AU - McDavid, C Lamar AU - Broadhurst, John V AU - Grosskopf, Karen R AU - Jones, Jerry J AU - Kamnikar, Edward G AU - Kamnikar, Judith A AU - Mayer, Jennifer R AU - Rosti, Carolyn AU - Scott, Betsy AU - Shumock, James H AU - Whitworth, Owen 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 - Audit Stewardship and Oversight of Large and Innovatively Funded Projects in Europe PY - 2006/12 SP - 56p AB - As transportation agencies undertake nontraditional, innovatively financed infrastructure projects, a concern among State and Federal managers is the effectiveness of the audit stewardship and oversight for these projects. The Federal Highway Administration (FHWA), American Association of State Highway and Transportation Officials (AASHTO), and National Cooperative Highway Research Program (NCHRP) sponsored a scanning study to document best practices used in England, France, Ireland, Portugal, and Spain in the stewardship and oversight of large, innovatively funded projects. The scan team observed that the terms of public-private partnership contracts have evolved as the European countries have gained experience in their use, and business models and evaluations have become an integral part of project selection and monitoring. To be effective, public sector project auditors in Europe need a range of skills, such as value engineering, business modeling, capital budgeting, and performance auditing. The team’s recommendations for U.S. implementation include developing a Web site on audit stewardship and oversight best practices. The team also recommends that FHWA and AASHTO provide consultation and training for auditors and other financial managers involved in major or innovative procurement contracts, including development of a project planning model and an audit procedures manual. KW - Auditing KW - Best practices KW - Budgeting KW - Businesses KW - Construction projects KW - England KW - Europe KW - Financial management KW - France KW - Ireland KW - Oversight KW - Portugal KW - Public private partnerships KW - Recommendations KW - Spain KW - Stewardship KW - Study tours KW - Value engineering UR - http://international.fhwa.dot.gov/pubs/pl07001/pl07001.pdf UR - http://international.fhwa.dot.gov/pubs/pl07001/pl07001.pdf UR - https://trid.trb.org/view/813496 ER - TY - RPRT AN - 01053605 AU - Birgisson, Bjorn AU - Wang, Jianlin AU - Roque, Reynaldo AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - Implementation of the Florida Cracking Model into the Mechanistic-Empirical Pavement Design PY - 2006/12//Final Report SP - 103p AB - Top-down cracking has been found to be a predominant mode of distresses of asphalt pavements in Florida. Therefore, it is important to accommodate top-down cracking in the design of asphalt mixtures and pavement structures. After a multi-year study on top-down cracking supported by the Florida Department of Transportation (FDOT), the University of Florida has developed a top-down cracking model based on the HMA fracture mechanics. This report presents the implementation of the Florida cracking model into a mechanistic-empirical (ME) flexible pavement design framework. Based on the energy ratio (ER) concept, a new ME pavement design tool for top-down cracking has been developed. In the Level 3 ME design, a series of material models were developed for estimation of the time-dependent material properties. With incorporation of the material properties models, the design tool is capable of performing pavement thickness design as well as pavement life prediction for top-down cracking in Florida. The thickness design is optimized for different traffic levels, mixture types, and binder selections. The AC thickness optimization is an automated process. This design tool has been packed into an interactive Windows-based software, making it convenient to use for pavement design engineers. KW - Asphalt pavements KW - Energy ratio KW - Flexible pavements KW - Florida KW - Hot mix asphalt KW - Mechanistic design KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pavement distress KW - Pavement performance KW - Thickness KW - Top down cracking (Pavements) UR - https://trid.trb.org/view/811322 ER - TY - RPRT AN - 01051946 AU - Harrison, Robert AU - Schofield, Mike AU - Loftus-Otway, Lisa AU - Middleton, Dan AU - West, Jason R AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Freight Performance Measures Guide PY - 2006/12 SP - 11p AB - Freight performance measures (FPM) are quantitative or qualitative indicators that rely on data or information to describe the influence of freight on the environment, safety, mobility, infrastructure management, economic growth, etc., but at the same time, they define the movement of freight within the transportation system. Goods movement is a broad component of transportation. FPM attempt to describe this wide-ranging area of transportation with precise feedback; however, the accuracy of FPM relies on the quality of the data used to derive the measures. To help guide the development of FPM strategies, this brief report first demonstrates that the time is right for transportation agencies to start considering freight performance measures. A national emphasis and implementation of FPM has paved the way for the usage of freight indicators, which can provide useful information to transportation planners given the charge to implement FPM. In addition, this overview introduces the areas that will most likely affect the development of FPM in Texas. KW - Data quality KW - Freight traffic KW - Freight transportation KW - Performance measurement KW - Strategic planning KW - Texas KW - Transportation planning UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5410_P3.pdf UR - https://trid.trb.org/view/811304 ER - TY - RPRT AN - 01051945 AU - Folliard, Kevin J AU - Sutfin, David AU - Turner, Ryan AU - Whitney, David P AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Fiber in Continuously Reinforced Concrete Pavements PY - 2006/12//Technical Report SP - 198p AB - Continuously reinforced concrete pavement (CRCP) is a major form of highway pavement in Texas due to its increase in ride quality, minimal maintenance, and extended service life. However, CRCP may sometimes experience pavement distress that results in early failure, either due to under-design or the use of poor construction materials. Significant effort has been made to improve the performance of some of these materials (e.g. siliceous river gravel) to achieve an acceptable level of performance but has been unable to provide a practical solution. This research study investigates whether fiber reinforcement may solve some of the problems associated with siliceous river gravel, particularly spalling. The main objectives of this study were to: (1) Conduct a comprehensive literature review in order to determine the current state of the art regarding CRCP design and behavior as well as the role that fiber reinforcement may have in improving its performance; (2) Perform field investigations in order to verify constructability and workability of fibers in CRCP construction; (3) Perform frequent monitoring to evaluate the effect of fibers on crack spacing, crack width, and spalling development; (4) Perform laboratory testing that validates the effect of fibers on typical concrete paving mixes; (5) Provide the Texas Department of Transportation with recommendations as to possible changes in the construction and design specifications of CRCP, which could serve to reduce or prevent spalling. Because the manifestation of spalling in CRCP may sometimes take several years, it is difficult to draw firm conclusions from this two-year study. However, based on the findings within the time frame of this project, fiber reinforcement did appear to prevent or limit spalling in the field test sections, when compared to the control sections that did not contain fibers. It is recommended that future monitoring of these test sections be performed to fully characterize the long-term efficacy of fibers in reducing or preventing spalling of CRCP. KW - Continuously reinforced concrete pavements KW - Cracking of concrete pavements KW - Fiber reinforced concrete KW - Fiber reinforcement KW - Field studies KW - Laboratory tests KW - Literature reviews KW - Monitoring KW - Pavement design KW - Pavement distress KW - Siliceous river gravel KW - Spalling KW - Specifications KW - State of the art KW - Test sections KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4392_2.pdf UR - https://trid.trb.org/view/811305 ER - TY - RPRT AN - 01051574 AU - Huckelbridge, Arthur AU - Metzger, Andrew T AU - Case Western Reserve University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Predicting Fatigue Lifetime from Strain Histograms in an Abbreviated Time Window PY - 2006/12 SP - 71p AB - This work presents the development of a methodology for estimating the year in which American Association of State Highway and Transportation Officials (AASHTO)-prescribed fatigue lifetime expectations will be reached for a structural detail on a steel highway bridge. The methodology is based upon a year-round strain monitoring program of an ensemble of 24 bridge structures, located on Ohio highways of 8 different functional classes. The data from the strain monitoring program was processed into a normalized temporal representation of the expected accumulation of fatigue damage for the 8 different highway functional classes studied. An algorithm is presented to estimate the annual damage for a particular detail from a site-specific strain histogram, collected over an abbreviated time window. The extrapolation of the short-term histogram to an annual fatigue damage estimate is carried out utilizing the normalized temporal damage accumulation model for the appropriate highway functional class. Sample statistics and probability theory are used to construct confidence intervals associated with the estimate of annual damage. Projected growth rates of traffic volume and/or truck weights can be readily incorporated into the lifetime projection. KW - Algorithms KW - American Association of State Highway and Transportation Officials KW - Bridge structures KW - Confidence intervals KW - Fatigue (Mechanics) KW - Highway bridges KW - Histograms KW - Ohio KW - Probability theory KW - Steel KW - Traffic volume UR - http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/2073 UR - http://ntl.bts.gov/lib/55000/55800/55818/FHWA-OH-2006-26.PDF UR - http://ntl.bts.gov/lib/55000/55800/55819/FHWA-OH-2006-26_EXEC_SUMMARY.PDF UR - https://trid.trb.org/view/809157 ER - TY - RPRT AN - 01051560 AU - McCarthy, Joe AU - R&S Consulting, LLC AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Evaluation of Intelligent Transportation System Alternatives for Reducing the Risks of Truck Rollover Crashes Due to High Winds PY - 2006/12//Final Project Report SP - 178p AB - The state of Wyoming is subject to frequent episodes of high winds, which can often do have had severe consequences to light high-profile vehicles. This paper investigates the various types of high-wind crash modes (vehicle blown over or pushed out of its lane dry pavement, losing traction or pushed into jack-knife on slick pavement), the key parameters that come into play in causing a high-wind related crash, along with the direct economic impacts of high-wind crashes. Historical Wyoming crash data was analyzed, along with historical wind data (from the time and locations of the crashes). A technology assessment, together with a survey of truck drivers and the kinds of systems that have been deployed elsewhere provide inputs as to the most promising potential communication and other risk-mitigation strategies. Finally, a possible system, incorporating multiple components, is proposed to reduce the risk (frequency and severity) of high wind crashes. KW - Crashes KW - High winds KW - Intelligent transportation systems KW - Road weather information systems KW - Rollover crashes KW - Rural highways KW - Trucks KW - Warning systems KW - Wind KW - Wyoming UR - https://trid.trb.org/view/809150 ER - TY - RPRT AN - 01049393 AU - Tanesi, Jussara AU - Meininger, Richard C AU - Federal Highway Administration TI - Freeze-Thaw Resistance of Concrete with Marginal Air Content PY - 2006/12//Final Report SP - 96p AB - Freeze-thaw resistance is a key durability factor for concrete pavements. Recommendations for the air void system parameters are normally: 6 ± 1 percent total air, and spacing factor less than 0.20 mm. However, it was observed that some concretes that did not possess these commonly accepted thresholds presented good freeze-thaw resistance in laboratory studies. This study evaluated the freeze-thaw resistance of several “marginal” air void mixes, with two different types of air-entraining admixture (AEA)—a Vinsol® resin and a synthetic admixture. This study used rapid cycles of freezing and thawing in plain water, in the absence of deicing salts. For the specific materials and concrete mixture proportions used in this project, the marginal air mixes (concretes with fresh air contents of 3.5 percent or higher) presented an adequate freeze-thaw performance when Vinsol® resin based AEA was used. The synthetic admixture used in this study did not show the same good performance as the Vinsol® resin admixture. KW - Admixtures KW - Air content KW - Air entraining agents KW - Air voids KW - Concrete KW - Freeze thaw durability KW - Synthetics KW - Vinsol resin UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/06117/06117.pdf UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/06117/index.cfm UR - https://trid.trb.org/view/808916 ER - TY - RPRT AN - 01049329 AU - Jones, J Sterling AU - Kerenyi, Kornel AU - Stein, Stuart AU - GKY and Associates, Incorporated AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - Effects of Inlet Geometry on Hydraulic Performance of Box Culverts PY - 2006/12//Final Lab Report SP - 161p AB - Each year, the South Dakota Department of Transportation (SDDOT) designs and builds many cast-in-place (CIP), or field cast, and precast box culvert structures that allow drainage to pass under roadways. The CIP boxes typically have 30-degree-flared wingwalls, and the precast have straight wingwalls with 10.16-cm (4-in.) bevels on the inside edges of the wingwalls and top slab. Previous research conducted on a limited number of single barrel box culverts indicated that further research was necessary to determine (1) the effects of multiple barrel structures, (2) loss coefficients of unsubmerged outlets, and (3) the effects of 30.48-cm (12-in.) corner fillets versus 15.24-cm (6-in.) corner fillets. In order to optimize the design of both types of box culverts, it was also necessary to determine the effects of span-to-rise ratios, skewed end conditions, and optimum edge conditions on typical box culvert installations. KW - Box culverts KW - Cast in place concrete KW - Culvert inlets KW - Design KW - Geometric design KW - Hydraulics KW - Optimization KW - Precast concrete KW - South Dakota Department of Transportation KW - Wingwalls UR - http://www.fhwa.dot.gov/publications/research/infrastructure/hydraulics/06138/06138.pdf UR - http://www.sddot.com/business/research/projects/docs/SD2002_04_Final_Report.pdf UR - https://trid.trb.org/view/807194 ER - TY - RPRT AN - 01049326 AU - Federal Highway Administration TI - Highway Statistics 2005 SN - 9780160781476 PY - 2006/12 SP - v.p. AB - This publication is the 61st of an annual series. It presents the 2005 analyzed statistics of general interest on motor fuel, motor vehicles, driver licensing, highway-user taxation, State highway finance, highway mileage, and Federal aid for highways; and 2004 highway finance data for municipalities, counties, townships, and other units of local government. KW - Annual reports KW - Cities KW - Counties KW - Driver licensing KW - Federal aid KW - Finance KW - Highway mileage KW - Highway user taxation KW - Highways KW - Local government KW - Motor fuels KW - Motor vehicles KW - States KW - Statistics KW - Towns UR - http://www.fhwa.dot.gov/policy/ohim/hs05/ UR - https://trid.trb.org/view/808179 ER - TY - RPRT AN - 01049318 AU - McGee, Hugh W AU - Hanscom, Fred R AU - Vanasse Hangen Brustlin, Incorporated AU - Transportation Research Corporation AU - Federal Highway Administration TI - Low-Cost Treatments for Horizontal Curve Safety PY - 2006/12 SP - 66p AB - Nearly 25% of fatal crashes occur at or near a horizontal curve. Hence, addressing the safety problem at horizontal curves is one of the 22 emphasis areas of the Strategic Highway Safety Plan prepared by the American Association of State Highway and Transportation Officials. Also, crashes at horizontal curves are a big component of the road departure crash problem, which is one of Federal Highway Administration's three focus areas. This publication was prepared to provide practical information on low-cost treatments that can be applied at horizontal curves to address identified or potential safety problems. The publication concisely describes the treatment; shows examples; suggests when the treatment might be applicable; provides design features; and where available, provides information on the potential safety effectiveness and costs. The treatments include: Basic traffic signs and markings found in the Manual on Uniform Traffic Control Devices (MUTCD); Enhanced traffic control devices; Additional traffic control devices not found in the MUTCD; Rumble strips; Minor roadway improvements; and Innovative and experimental treatments. The publication concludes with a description of maintenance activities that should be conducted to keep the treatments effective. KW - Costs KW - Highway curves KW - Highway safety KW - Horizontal curvature KW - Improvements KW - Manual on Uniform Traffic Control Devices KW - Road markings KW - Rumble strips KW - Strategic Highway Safety Plan KW - Traffic control devices KW - Traffic signs UR - http://safety.fhwa.dot.gov/roadway_dept/horicurves/fhwasa07002/ UR - http://safety.fhwa.dot.gov/roadway_dept/horicurves/fhwasa07002/ UR - http://safety.fhwa.dot.gov/roadway_dept/horicurves/fhwasa07002/fhwasa07002.pdf UR - https://trid.trb.org/view/807193 ER - TY - SER AN - 01049316 JO - TechBrief PB - Federal Highway Administration TI - Guidelines for Establishing and Maintaining Construction Quality Databases PY - 2006/12 SP - 4p AB - Construction quality databases help state highway agencies assess the quality of materials production and placement, including the establishment of pay factors for quality. They also support other agency activities. These databases are a critical component in construction quality assurance programs. Information assimilated in a construction quality database may also be integrated with other databases. For an integrated system to be effective, the construction quality database must be well constructed and its attributes clearly defined to permit widespread use within an agency. The study upon which this TechBrief is based, "Advanced Quality Systems: Guidelines for Establishing and Maintaining Construction Quality Databases" (FHWA-HRT-07-019), provides a detailed description of an ideal construction quality database. The Federal Highway Administration developed this description based on best practices synthesized from several agencies. KW - Best practices KW - Databases KW - Guidelines KW - Integrated databases KW - Pay factors KW - Quality assurance KW - Quality control KW - Road construction UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/concrete/07020/07020.pdf UR - https://trid.trb.org/view/808817 ER - TY - RPRT AN - 01047596 AU - Houston, Nancy AU - Booz Allen Hamilton AU - Federal Highway Administration TI - Using Highways during Notice Evacuations Operations: Routes to Effective Evacuation Planning Primer Series PY - 2006/12//Final Report SP - 88p AB - Evacuations may involve hundreds or hundreds of thousands of people. Regardless of the numbers, in each and every instance, the transportation network plays a key role in evacuating people out of harm’s way. Recognizing the unique challenges posed by the disaster environment on mobility and the safe and secure movement of people and goods, the U. S. Department of Transportation, Federal Highway Administration (FHWA) seeks to improve evacuation planning and implementation by bringing to the emergency management community new ways of better using the transportation network before and during evacuations. This document constitutes the first of a primer series entitled “Routes to Effective Evacuations.” This primer is intended as a tool to aid local and state planners to maximize the use of the highway network in the development and execution of evacuation plans for their communities, states or regions. KW - Disasters and emergency operations KW - Emergency management KW - Evacuation KW - Planning UR - http://www.ops.fhwa.dot.gov/publications/evac_primer/00_evac_primer.htm UR - http://www.ops.fhwa.dot.gov/publications/evac_primer/primer.pdf UR - https://trid.trb.org/view/807147 ER - TY - RPRT AN - 01047576 AU - Houston, Nancy AU - Booz Allen Hamilton AU - Federal Highway Administration TI - Best Practices in Emergency Transportation Operations Preparedness and Response: Results of the FHWA Workshop Series PY - 2006/12//Final Report SP - 24p AB - Between May 2002 and June 2005, the Federal Highway Administration (FHWA) and Booz Allen Hamilton conducted workshops on Transportation Operations Preparedness and Response in 30 regions across the United States. The objectives of these workshops were to: 1. Increase participant awareness of the critical processes, issues, and activities that may arise during and following an emergency, and of the possible approaches for addressing them; 2. Enhance working relationships among personnel from multiple organizations responsible for emergency preparedness and response in each of the 30 regions; 3. Identify areas for improvement for transportation emergency response planning and readiness in each of the 30 regions and determine next steps to address these areas; and 4. Provide input to transportation emergency preparedness guidance material being prepared at the national level. This report consolidates the best practices identified during the 30 workshops. Practices are not presented in priority order, but rather have been grouped in common categories. The categories are as follows: Interagency Coordination and Communication; Emergency Operations; Equipment; Intelligent Transportation Systems; Mutual Aid; Threat Notification, Awareness, and Information Sharing; and Policy. KW - Awareness KW - Best practices KW - Communication KW - Data sharing KW - Disaster preparedness KW - Disasters and emergency operations KW - Emergency notification systems KW - Equipment KW - Guidelines KW - Intelligent transportation systems KW - Interagency relations KW - Policy KW - Transportation operations KW - United States KW - Workshops UR - http://www.ops.fhwa.dot.gov/publications/etopr/best_practices/etopr_best_practices.pdf UR - https://trid.trb.org/view/807077 ER - TY - RPRT AN - 01046435 AU - Tannehill, Rick AU - Henry, Micah AU - ITS Engineers and Constructors, Incorporated AU - R. L. Tannehill and Associates AU - Federal Highway Administration TI - Transportation Communications Interoperability: Phase 2 - Resource Evaluation PY - 2006/12//Final Report SP - 107p AB - Based on the Arizona Department of Transportation’s (ADOT) previous SPR-561 ‘Needs Assessment’ study, this report continues the efforts to enhance radio interoperability between Department of Public Safety (DPS) Highway Patrol officers and ADOT field personnel. Ideally, any DPS officer should be able to communicate with any ADOT highway worker in the rural areas. The SPR 561 project recommended two pilot programs: (a) testing of secondary very high frequency-band (VHF) radios to be installed in several squads of DPS patrol cars, and (b) testing of dispatch console interties, or ‘crosspatching,’ by regional DPS dispatchers and by ADOT’s Phoenix Traffic Operations Center. This report outlines the implementation and evaluation aspects of the radio interoperability pilot program, to include evaluation of user needs, suggested deployments, development of training and evaluation plans, and defining a practical evaluation period for assessment of the programs. User needs were developed through a series of stakeholder meetings and follow-up discussions and interviews to identify critical areas. Previous attempts at interoperability were reviewed and analyzed to determine successes and challenges. A train-the-trainer plan was developed to support an on-going program such that refresher courses would be available, as well as opportunities to train new employees. The evaluation plan identifies the feedback methods used for the program, which included field interviews, dispatch log sheets, and interoperability field reports. Data reduction was performed to determine response times, message latency, any follow-up meetings needed, level of confusion, frequency of use, and user perception. An evaluation period of seven months was sufficient to support the analysis of radio interoperability. Of three final recommendations from this successful pilot program, the key point is to deploy secondary car-to-car VHF radios in all highway patrol units in the rural areas of the state for direct contact with ADOT personnel. The dispatch console crosspatch resource is also in place as a tool for special events, incidents, or joint operations such as forest fires or winter storms. Ongoing training, testing, and feedback comprise a third key element. KW - Arizona KW - Communications KW - Evaluation KW - Interoperability KW - Mobile radio KW - Needs assessment KW - Patrol officers KW - Personnel KW - Police vehicles KW - Radio KW - Stakeholders KW - Testing KW - Training KW - Training plans KW - Transportation KW - User needs KW - Very high frequency KW - Wireless communication systems UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ569.pdf UR - https://trid.trb.org/view/806344 ER - TY - RPRT AN - 01046433 AU - Sargand, Shad AU - Kim, Huntae AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Truck/Pavement/Economic Modeling and In-Situ Field Test Data Analysis Applications ― Volume 3: Stiffness and Modulus Estimation for Different Soil Types Using FWD Deflection Criteria PY - 2006/12//Technical Report SP - 48p AB - In current U.S. practice, quality of subgrade in a pavement system is commonly evaluated using the degree of compaction in the field and comparing with the laboratory determined maximum dry density from Standard/Modified Proctor tests [American Association of State Highway and Transportation Officials (AASHTO T-99/T-180)] to confirm the degree of compaction. However density is inherently an indirect measurement of the subgrade quality. This report studies the use of nondestructive testing (NDT) devices, such as the Falling Weight Deflectometer (FWD), to directly and quickly measure subgrade and base stiffness and/or modulus. This study’s main objective was assessment of material-specific stiffness and soil modulus of unbound granular soil materials using deflection data from 146 sections in ten states in the nationwide pavement database. In some cases, insufficient or unavailable in-situ soil data were supplemented with laboratory measurements. Calculation of stiffness and soil modulus was based on the linear elastic theory of granular soil material. To achieve high reliability of output results, establishment of the data screening procedures was another major concern in this study. Also, correlations between major engineering properties and stiffness or modulus of unbound granular materials were performed for validation of output results. Statistics for modulus and stiffness of 11 types of subgrade soils are presented, including mean with 95% confidence interval, median, standard deviation, and interquartile range. Similar statistics are given for bases made from aggregate or aggregate mixed with soil. The subgrade modulus is then correlated with various engineering properties, including moisture content, maximum dry density, plasticity index, and grain size distribution. Calculated mean stiffness and modulus values for base materials and coarse-grained soils agreed with typical previously published values, while those for fine-grained soils did not. For coarse-grained soils, modulus increased as moisture decreased, except below a threshold below which soil was too dry and modulus decreased. Well-graded soil had a higher modulus. The correlation analysis showed that for fine-grained soils, modulus was sensitive to the plasticity index, the weighted plasticity index, and number of fines. Stiffness and modulus for coarse-grained soils showed a good agreement and reliable relationship with other soil properties. Measured stiffness and modulus values in the pavement database exceeded the European standards, and all soils had been approved for construction. For practical purposes, subgrade stiffness and soil modulus values at the 25th percentile could be considered as the minimum limiting criteria for AASHTO soil types A-1, A-1-a, A-1-b, A-2-4, and A-2-6. Similarly, base stiffness and base modulus values at the 25% percentile appear to be reasonable as a minimum criterion. A table of values is given. KW - American Association of State Highway and Transportation Officials KW - Coarse grained soils KW - Compaction KW - Data analysis KW - Deflection KW - Dry density KW - Economic models KW - Falling weight deflectometers KW - Field tests KW - Fine grained soils KW - Grain size (Geology) KW - Modulus KW - Moisture content KW - Nondestructive tests KW - Pavements KW - Plasticity index KW - Soil compaction KW - Soil modulus KW - Soil types KW - Statistics KW - Stiffness KW - Subgrade (Pavements) KW - Trucks UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A123757006 UR - https://trid.trb.org/view/805653 ER - TY - RPRT AN - 01046432 AU - Coogler, Keith L AU - Harries, Kent A AU - Gallick, Marcy AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Evaluation of an Alternative Offset Mechanical Splice System PY - 2006/12//Final Report SP - 93p AB - The objective of this project is to identify and develop a generic testing protocol and test method for the evaluation of offset reinforcing bar splice systems. This protocol/test is intended to ensure the conformance of such offset splice systems with Pennsylvania Department of Transportation (PennDOT) Publication 408, Section 1002.2(c). The resulting generic specification will describe a test method suitable for the future qualification and verification of offset mechanical splice systems. Two commercially available offset mechanical splice systems, the BarSplice Double Barrel Zap Screwlok© and the Lenton QuickWedge©, were evaluated in four series of tests. The performance of each specimen was evaluated in accordance with Publication 408, Section 1002.2(c). The tests conducted on each splice systems were: (1) Direct Tension (DT) tested the reinforcement bar splice in open-air direct tension and allowed the splice to freely rotate. (2) Restrained Tension (RT) tested the reinforcement bar splice in a manner that inhibited the splice from rotation. The test setup resulted in the splices being tested in a manner similar to a "pull-out" method. (3) Fatigue Tension (FT) was modeled after the CT670 testing method which required cycling the specimen through a 50 ksi (345 MPa) stress range. This range was unattainable for offset splices if 10,000 cycles were required. The stress range was reduced to 20 ksi (138 MPa) and the load was cycled from 10 ksi (69 MPa) compression to 10 ksi (69 MPa) tension for 10,000 cycles. (4) Flexural Beam tests were conducted with a single #4 reinforcement bar splice embedded in concrete. One beam of each splice type was tested monotonically to failure. A second beam was subjected to 10,000 cycles of repeated loading intended to result in an applied stress range in the #4 flexural reinforcement bar of 20 ksi (138 MPa), similar to the FT tests. KW - Concrete KW - Evaluation KW - Flexural strength KW - Mechanical splice KW - Pennsylvania KW - Reinforcement (Engineering) KW - Reinforcing bars KW - Splicing KW - Stresses KW - Tension KW - Test procedures KW - Testing UR - https://trid.trb.org/view/805656 ER - TY - RPRT AN - 01046419 AU - Carlson, Daniel L AU - Reder, Sheri AU - Jones, Nathalie AU - Lee, Andrea AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Homeless Student Transportation Project Evaluation PY - 2006/12//Final Research Report SP - 55p AB - Washington State funded pilot homeless student transportation programs from 2004-2006 to implement provisions of the McKinney-Veneto Homeless Education Assistance Act (2001). The Act requires school districts to provide transportation to homeless students wishing to remain in their school of origin. This formative evaluation addressed four questions about those pilot efforts: (1) what modes of transportation were used; (2) what did they cost; (3) which were preferred; and (4) did staying in the school of origin affect students' academic performance? The study analyzed readership and cost data from eight educational service districts and interviewed homeless students, parents, transportation coordinators, and homeless liaisons. Findings include the following: (1) Districts used a wide array of methods to transport students, employing school buses, public transit, vans, taxis, private vehicles, fuel vouchers, mileage reimbursement, and transportation brokerage systems. School buses provided 38% of the trips, followed by third-party brokered transportation (cars, taxis, and vans) at 28%, and public transit at 22%. (2) Homeless student transportation was usually expensive. The cost to the school districts of one-way homeless student trips varied widely depending on locality and mode, from a low of $0.14 to a high of $54. Public bus service was the least costly mode; however, it was used mostly for older students and only available in selected areas. The cost for providing homeless students with public bus service ranged from $ 0.14 to $1.00 per one-way trip. By comparison, the cost for providing homeless students a one-way trip via school bus ranged from $4.50 to $54. (The average cost for a one-way school bus trip for the general student population is about $0.67.) (3) Staying in one's school of origin was associated with better Washington Assessment of Student Learning (WASL) scores. In our limited data set, homeless students had lower grade point averages and lower WASL scores than the general student population. However, among homeless students, those staying in their school of origin achieved better WASL scores and better high school grades than those who changed schools. KW - Costs KW - Homeless persons KW - Parents KW - Public transit KW - Reimbursement KW - School buses KW - Students KW - Transportation KW - Washington (State) UR - http://depts.washington.edu/trac/bulkdisk/pdf/665.1.pdf UR - https://trid.trb.org/view/806323 ER - TY - RPRT AN - 01046416 AU - Head, Larry AU - Mirchandani, Pitu B AU - University of Arizona, Tucson AU - University of Arizona, Tucson AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Real-Time Adaptive Ramp Metering - Phase I: MILOS Proof of Concept (Multi-Objective, Integrated, Large-Scale, Optimized System) PY - 2006/12//Final Report SP - 70p AB - Over the last several years, researchers at the University of Arizona’s ATLAS Research Center have developed an adaptive ramp metering system referred to as Multi-Objective, Integrated, Large-Scale, Optimized System (MILOS). The goal of this project is a “Phase I” implementation of the system for a segment of the I-10 corridor in Phoenix, as part of the Arizona Department of Transportation’s (ADOT) Freeway Management System (FMS). In this Phase I effort the objective was to implement software/hardware components so that detector data from the freeway are provided to MILOS and, in turn, MILOS provides ramp-metering rates, which are subsequently set at the ramp controllers through the ADOT Traffic Management System National Transportation Communications for Intelligent Transportation Systems (ITS) Protocol (NTCIP) interface. A proof-of-concept demonstration was successful. The integrated system ran successfully for over one hour. It was concluded that the system accomplished the goal of closing the loop between FMS mainline data collection, the MILOS algorithms, and the new NTCIP ramp controllers connected to the ADOT Traffic Management System. A “Phase II” effort is planned that will identify performance capabilities of MILOS and the communication and detection issues that need to be addressed for wide-scale deployment. KW - Arizona KW - Automatic controllers KW - Computers KW - Data collection KW - Freeway management systems KW - Freeways KW - Highway traffic control KW - Phoenix (Arizona) KW - Proof of concept KW - Ramp metering KW - Software UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ595.pdf UR - https://trid.trb.org/view/806352 ER - TY - RPRT AN - 01045890 AU - Foutch, Douglas A AU - Rice, Jennifer A AU - LaFave, James M AU - Valdovinos, Schaun AU - Kim, Tae Wan AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Aluminum Highway Sign Truss Designs and Standards for Wind and Truck Gust Loadings PY - 2006/12//Final Report SP - 343p AB - The use of overhead and cantilever sign structures is quite common throughout Illinois and in the rest of the United States. These structures are used where standard guide signs along the side of the road would be inadequate or otherwise cannot be used. In the year 2000, the Illinois Department of Transportation (IDOT) changed their standard designs for aluminum highway sign structures. Four new aluminum truss bridges and one cantilever truss were instrumented in the field with anemometers, strain gages and accelerometers to measure their responses to winds and truck gusts. Using the measured responses and analytical studies it was determined that all of the new sign structures satisfied current American Association of State Highway and Transportation Officials (AASHTO) specifications. It was discovered, however, that the AASHTO recommended drag coefficients are significantly smaller than the values recently determined from wind tunnel tests and verified in the field. It was also determined that the currently used wind response equation for estimating fatigue stress ranges is too small by a factor of three or more. The effects of vibration dampers currently installed on all sign truss structures were evaluated through response measurements from the five structures in the field and from individual damper tests in the laboratory. The dampers were found to be ineffective in most cases because the natural period of the damper unit and the sign structure must be almost identical for them to be effective. Vibration tests of individual truss members on older trusses were conducted to determine why fatigue cracking was prevalent for some members. This was most likely due to wind-induced vibration from vortex shedding which should not be a problem with the current designs which have stockier web members. KW - Aluminum KW - Cantilevers KW - Coefficients KW - Cracking KW - Damping (Physics) KW - Drag KW - Fatigue (Mechanics) KW - Field tests KW - Gusts KW - Laboratory tests KW - Overhead traffic signs KW - Sign supports KW - Specifications KW - Trusses KW - Vibration KW - Vortex shedding KW - Wind UR - http://www.dot.state.il.us/materials/research/pdf/prr153.pdf UR - https://trid.trb.org/view/805705 ER - TY - RPRT AN - 01045880 AU - Mahoney, Kevin M AU - Julian, Frank AU - Taylor, Harry W AU - Data Solutions and Technology, Incorporated AU - Federal Highway Administration TI - Good Practices: Incorporating Safety into Resurfacing and Restoration Projects PY - 2006/12//Domestic Scan SP - 70p AB - Integrating safety improvements into resurfacing and restoration projects is a subject of longstanding interest by Federal, State, and local transportation agencies. A Scan Tour was conducted to identify and subsequently observe good practices in this area. The scan team visited Colorado, Iowa, New York, Pennsylvania, Utah and Washington State. The Scan Team met with each State Department of Transportation and county agencies in three States and observed completed projects in all States. Despite wide variations in agency operating environments (e.g., funding levels and flexibility, public expectations, environmental regulations), the report identifies a set of common issues host agencies confronted in developing integrated resurfacing-safety improvement programs, and also observed a set of common success factors. Good practices are reported within institutional and technical categories. Good institutional practices include commitment to integrate safety into pavement preservation projects, establishing a system that allows for multifunded projects (pavement, safety) and allocates cost items by fund, allowing for flexible project development cycles, strengthening State-local relationships, developing an expedient procedure for acquiring minor rights-of-way, and engaging safety experts in the project development process. Good technical practices include identifying targeted safety countermeasures, making selective geometric improvements, installing traffic control devices and guidance features, improving roadsides, and improving private and public access points. KW - Best practices KW - Colorado KW - Highway safety KW - Improvements KW - Iowa KW - New York (State) KW - Pennsylvania KW - Rehabilitation (Maintenance) KW - Resurfacing KW - Study tours KW - Utah KW - Washington (State) UR - http://ntl.bts.gov/lib/30000/30800/30885/FHWA-SA-07-001.pdf UR - https://trid.trb.org/view/805735 ER - TY - RPRT AN - 01045517 AU - Helmicki, Arthur AU - Hunt, Victor AU - Swanson, James A AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Bridge Type Specific Management of Steel-Stringer Bridges: Development of Field Calibrated Software Rating Tools and Statistical Bridge Database PY - 2006/12//Final Report SP - 245p AB - According to the National Bridge Inventory (NBI), the most common type of short-to-medium span highway bridge in the U.S. is the reinforced concrete (RC) slab-on-steel girder (steel stringer) with RC abutment and pier systems. These bridges comprise about 35% of the NBI population. At present, the main tools available to the bridge engineer for use in managing, maintaining, and evaluating this significant portion of the inventory consists of (1) traditional structural analysis methods and (2) observations obtained from the National Bridge Inspection Program (NBIP). These methods have known limitations. For more than 2 decades UCII has been developing a nondestructive testing and evaluation (NDE) based strategy for addressing structural condition assessment issues through the use of field test methods (including crawl speed truck-load testing and modal testing) combined with FE modeling and calibration. Building on this foundation, the basic objectives of this research project have been developed as follows: (1) Identify a statistical sample of 24 steel-stringer bridges and perform field testing and structural identification studies on each. (2) Assemble a statistical database of actual structural identification results, rigorously calibrated FE models, and accurate rating factors for 30 bridges representing a baseline for the general steel-stringer bridge population within Ohio. (3) Develop interactive, user-friendly, PC-based software packages that can be used to model, simulate, and rate steel-stringer bridges. (4) Verify/validate the practicality and structural legitimacy of the modeling and rating processes developed. This project required and achieved advancements in the state-of-the-art in several areas: First advancements were necessary in the development of reliable and practical techniques, and hardware necessary for instrumentation and testing of highway bridges under field conditions. Extensive standard operating procedures and specialized hardware have been developed in order to conduct both modal tests and crawl speed truck-load tests in a practical, reliable manner to yield accurate data. Second, the project required the development of a type-specific understanding of critical mechanisms which effect steel stringer bridge behavior in order for the development of accurate modeling and calibration approaches. Third, the project required the lessons learned in the items outlined above to be incorporated for the development of extensive software packages which allow these methods to be applied in order to obtain rigorous and accurate results in a timely, practical, and automated manner. Software packages to automate FE model development, modal test post processing, truck-load test post processing, model calibration, and rating calculations were all developed during the course of this research. In addition to these advancements, the data obtained from these 30 bridge test data sets has been extensively studied as a statistical population. It has revealed several qualitative and quantitative features which govern the behavior and condition of highway bridges. In particular, the research has revealed aspects of the conservative nature of current American Association of State Highway and Transportation Officials (AASHTO) specifications for distribution factors and load capacity rating. KW - American Association of State Highway and Transportation Officials KW - Bridge abutments KW - Bridge piers KW - Bridges KW - Calibration KW - Databases KW - Field tests KW - Interactive computer systems KW - Lessons learned KW - Load capacity KW - Load factor KW - Load tests KW - Modal testing KW - Nondestructive tests KW - Ohio KW - Reinforced concrete KW - Software packages KW - State of the art KW - Statistical analysis KW - Stringers KW - Structural analysis KW - Testing KW - User interfaces (Computer science) UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A85713999 UR - https://trid.trb.org/view/805035 ER - TY - RPRT AN - 01045514 AU - Taylor, Peter C AU - Kosmatka, Steven H AU - Voigt, Gerald F AU - Iowa State University, Ames AU - Federal Highway Administration TI - Integrated Materials and Construction Practices for Concrete Pavement: A State-of-the-Practice Manual PY - 2006/12//Manual SP - 350p AB - At the heart of all concrete pavement projects is the concrete itself. This manual is intended as both a training tool and a reference to help concrete paving engineers, quality control personnel, specifiers, contractors, suppliers, technicians, and tradespeople bridge the gap between recent research and practice regarding optimizing the performance of concrete for pavements. Specifically, it will help readers do the following: (1) Understand concrete pavement construction as a complex, integrated system involving several discrete practices that interrelate and affect one another in various ways. (2) Understand and implement technologies, tests, and best practices to identify materials, concrete properties, and construction practices that are known to optimize concrete performance. (3) Recognize factors that lead to premature distress in concrete, and learn how to avoid or reduce those factors. (4) Quickly access how-to and troubleshooting information. KW - Best practices KW - Concrete KW - Concrete pavements KW - Distress KW - Engineers KW - Manuals KW - Materials KW - Paving KW - Personnel KW - Quality assurance KW - Quality control KW - Road construction KW - State of the practice KW - Training UR - http://www.cptechcenter.org/publications/imcp/ UR - http://www.cptechcenter.org/publications/imcp/imcp_manual.pdf UR - https://trid.trb.org/view/804883 ER - TY - RPRT AN - 01045502 AU - Grivas, Dimitri A AU - Institute for Infrastructure Asset Management AU - New York State Department of Transportation AU - Federal Highway Administration TI - Applications of Ground Penetrating Radar for Highway Pavements PY - 2006/12//Final Report SP - 45p AB - The research project objective was to develop an implementation strategy for the use of Ground Penetrating Radar (GPR) technology to address pavement systems and underground utilities. The project was divided into three tasks. Task 1 dealt with a review in the state-of-the art in technology, relevant applications, and regulations in the use of GPR. Task 2 discussed the effort and results of GPR survey projects on pavements systems and underground utilities that were performed as part of this project in selected locations. Task 3 developed an implementation strategy for New York State Department of Transportation (NYSDOT) for defining and procuring GPR services in addressing problems in pavement systems and mapping & locating underground utilities. KW - Ground penetrating radar KW - New York (State) KW - Pavements KW - Regulations KW - State of the art KW - Strategic planning KW - Technology KW - Underground utility lines UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-04-04%20Final%20Report%20120506.pdf UR - https://trid.trb.org/view/805423 ER - TY - RPRT AN - 01044302 AU - Cable, James K AU - Totman, Stacia L AU - Pierson, Nathan AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Field Evaluation of Elliptical Steel Dowel Performance PY - 2006/12//Interim Report SP - 304p AB - Joints are always a concern in the construction and long-term performance of concrete pavements. Research has shown that we need some type of positive load transfer across transverse joints. The same research has directed pavement designers to use round dowels spaced at regular intervals across the transverse joint to distribute the vehicle loads both longitudinally and transversely across the joint. The goal is to reduce bearing stresses on the dowels and the two pavement slab edges and erosion of the underlying surface, hence improved long-term joint and pavement structure performance. Road salts cause metal corrosion in doweled joints, excessive bearing stresses hollow dowel ends, and construction processes are associated with cracking pavement at the end of dowels. Dowels are also a cost factor in the pavement costs when joint spacing is reduced to control curling and warping distress in pavements. Designers desire to place adequate numbers of dowels spaced at the proper locations to handle the anticipated loads and bearing stresses for the design life of the pavement. This interim report is the second of three reports on the evaluation of elliptical steel dowels. This report consists of an update on the testing and performance of the various shapes and sizes of dowels. It also documents the results of the first series of performance surveys and draws interim conclusions about the performance of various bar shapes, sizes, spacings, and basket configurations. In addition to the study of elliptical steel dowel performance, fiber reinforced polymers (FRP) are also tested as elliptical dowel material (in contrast to steel) on a section of the highway construction north of the elliptical steel test sections. KW - Concrete pavements KW - Corrosion KW - Costs KW - Curling KW - Dowels (Fasteners) KW - Erosion KW - Fiber reinforced plastics KW - Joints (Engineering) KW - Load transfer KW - Pavement performance KW - Pavements KW - Salts KW - Spacing KW - Steel KW - Stresses KW - Tie bars KW - Warping UR - http://www.ctre.iastate.edu/reports/elliptical_steel_interim.pdf UR - https://trid.trb.org/view/804713 ER - TY - RPRT AN - 01044300 AU - Hueste, Mary Beth D AU - Adil, Mohammed Safi Uddin AU - Adnan, Mohsin AU - Keating, Peter B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Impact of LRFD Specifications on Design of Texas Bridges Volume 1: Parametric Study PY - 2006/12//Technical Report SP - 390p AB - The Texas Department of Transportation (TxDOT) is currently designing highway bridge structures using the American Association of State Highway and Transportation Officials (AASHTO) "Standard Specifications for Highway Bridges", and it is expected that the agency will transition to the use of the "AASHTO LRFD Bridge Design Specifications before 2007". This is a two-volume report that documents the findings of a TxDOT-sponsored research project to evaluate the impact of the Load and Resistance Factor (LRFD) Specifications on the design of typical Texas bridges as compared to the Standard Specifications. The objectives of this portion of the project are to evaluate the current LRFD Specifications to assess the calibration of the code with respect to typical Texas prestressed bridge girders, to perform a critical review of the major changes when transitioning to LRFD design, and to recommend guidelines to assist TxDOT in implementing the LRFD Specifications. A parametric study for AASHTO Type IV, Type C, and Texas U54 girders was conducted using span length, girder spacing, and strand diameter as the major parameters that are varied. Based on the results obtained from the parametric study, two critical areas were identified where significant changes in design results were observed when comparing Standard and LRFD designs. The critical areas are the transverse shear requirements and interface shear requirements, and these are further investigated. In addition, limitations in the LRFD Specifications, such as those for the percentage of debonded strands and use of the LRFD live load distribution factor formulas, were identified as restrictions that would impact TxDOT bridge girder designs, and these issues are further assessed. The results of the parametric study, along with critical design issues that were identified and related recommendations, are summarized in Volume 1 of this report. Detailed design examples for an AASHTO Type IV girder and a Texas U54 girder using both the AASHTO Standard Specifications and AASHTO LRFD Specifications were also developed and compared. Volume 2 of this report contains these examples. KW - AASHTO LRFD Bridge Design Specifications KW - AASHTO Standard Specifications for Highway Bridges KW - American Association of State Highway and Transportation Officials KW - Bridge design KW - Bridges KW - Calibration KW - Girder bridges KW - Guidelines KW - Load and resistance factor design KW - Load transfer KW - Parametric analysis KW - Shear properties KW - Texas UR - http://tti.tamu.edu/documents/0-4751-1-V1.pdf UR - https://trid.trb.org/view/804711 ER - TY - RPRT AN - 01044295 AU - Donaldson, Bridget M AU - Weber, Joseph T AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Use of a GIS-Based Model of Habitat Cores and Landscape Corridors for the Virginia Department of Transportation’s Project Planning and Environmental Scoping PY - 2006/12//Final Report SP - 25p AB - As important habitats are being lost to human development, transportation agencies are facing increased expectations that their road projects avoid or minimize further habitat destruction and adverse effects on wildlife populations. Wildlife linkage or landscape corridor analyses are being conducted in an increasing number of states, and more transportation agencies are using this information during the planning of proposed road projects. The Virginia Department of Conservation and Recreation’s Natural Heritage Program is creating a geographic information system (GIS) tool, the Virginia Natural Landscape Assessment (VANLA), that identifies large patches of natural land cover (habitat cores) and the habitat linkages connecting these areas (landscape corridors). This analysis can be integrated into the Virginia Department of Transportation’s (VDOT's) existing GIS applications for access by staff involved with transportation planning and environmental scoping activities. Analyzing a proposed project in the early stages of project development would allow VDOT to identify important natural resource areas and habitat corridors to avoid or for which mitigation may be appropriate or necessary. This can result in fewer project delays, promote collaboration between VDOT and state natural resource and regulatory agencies, and meet the directives of the new habitat conservation provision in the Safe, Accountable, Flexible, and Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), the federal transportation legislation. In addition, basing particular project decisions on a project’s location relative to a habitat corridor can decrease the risk of costly animal-vehicle collisions. KW - Animal vehicle collisions KW - Crashes KW - Decision making KW - Environmental policy KW - Geographic information systems KW - Habitat (Ecology) KW - Landscape corridors KW - Project development KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Traffic mitigation KW - Transportation departments KW - Transportation planning KW - Wildlife UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/07-r14.pdf UR - http://ntl.bts.gov/lib/37000/37300/37366/07-r14.pdf UR - https://trid.trb.org/view/804602 ER - TY - RPRT AN - 01044287 AU - Crookston, Brian M AU - Tullis, Blake P AU - Utah Water Research Laboratory AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - Preliminary Study of Scour in Bottomless Culverts PY - 2006/12 SP - 127p AB - Many traditional culvert designs develop into fish barriers due to excessive channel degradation. Increased concern for and interest in better facilitating fish migration or passage through culverts have fostered alternative culvert designs. Such culvert designs include "buried-invert" and "bottomless" culverts. The goal of buried-invert and bottomless culvert designs is to minimize discontinuity between the adjacent natural channel reaches by, in most cases, installing a culvert of sufficient size as to span the entire channel width. The large culverts minimize the discontinuities in channel width and flow velocities between the culvert and the adjacent channel reaches. The buried-invert or bottomless culvert geometries also help natural sediment transport processes. Bottomless culvert research, to date, has primarily focused on fish passage; there is a limited understanding of the hydraulic characteristics of bottomless and buried-invert culverts. KW - Channels (Waterways) KW - Culverts KW - Design KW - Fish passage KW - Fishes KW - Flow velocity KW - Hydraulics KW - Migration KW - Scour KW - Sediments KW - Streambeds KW - Substrates (Waterways) UR - http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_ak_rd_06_05.pdf UR - https://trid.trb.org/view/804158 ER - TY - RPRT AN - 01044263 AU - Heebner, Roger W AU - Blair, James A AU - Hurley, R Matthew AU - DMJM Harris, Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Keystone Corridor Clearance Evaluation and Potential Truck Diversion Study PY - 2006/12//Final Report SP - 137p AB - The purpose of the study was to identify the feasibility and cost-benefit for obtaining railroad double stack vertical clearance along Amtrak's Keystone Corridor from Philadelphia, PA to Harrisburg, PA. The objectives of the study were to identify the double stack clearance restrictions, identify the possible engineering solutions to obtain double stack clearance and identify the costs and benefits for the Commonwealth of Pennsylvania of obtaining the double stack clearances. KW - Benefit cost analysis KW - Car clearances (Railroads) KW - Double stack container cars KW - Feasibility analysis KW - Harrisburg (Pennsylvania) KW - Keystone Corridor (Pennsylvania) KW - Philadelphia (Pennsylvania) KW - Railroads KW - Truck diversion UR - https://trid.trb.org/view/803656 ER - TY - RPRT AN - 01044134 AU - Zavitski, Jeffrey L AU - Schvaneveldt, Kim AU - Baysinger, Austin AU - Wakil, Abdul AU - Lawrence, Bill AU - Blake, Dave AU - Anderson, Doug AU - Kuhl, Gary AU - Ames, Glen AU - Neeley, Lloyd R AU - Deighton Associates Limited AU - Utah Department of Transportation AU - Federal Highway Administration TI - Good Roads Cost Less: 2006 Study Update PY - 2006/12//Final Report SP - 240p AB - In October of 1977, the Utah Department of Transportation (UDOT) published the results of a research study entitled "Good Roads Cost Less: Pavement Rehabilitation Needs, Benefits and Costs in Utah." The Good Roads Cost Less study was revolutionary when published and it is still referred to today as an excellent study to explain the need for maintaining pavements and infrastructure assets in good condition. Almost thirty years later UDOT continues to face challenges maintaining pavements in good condition within the context of a constrained budget environment. This report presents an update to the original Good Roads Cost Less study and takes into account additional factors and data that were unavailable when the first study was undertaken. The report reaffirms that Good Roads do indeed Cost Less for the State of Utah and anyone traveling along the UDOT highway network. KW - Asset management KW - Budget constraints KW - Life cycle costing KW - Pavement management systems KW - Utah UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=10030 UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=10048 UR - https://trid.trb.org/view/804719 ER -