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 -