TY - RPRT
AN - 01108751
AU - Chitturi, Madhav V
AU - Benekohal, Rahim F
AU - University of Illinois, Urbana-Champaign
AU - Illinois Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Three Recent Models of UPS for Intersection Traffic Signals with LEDs
PY - 2005/07//Final Report
SP - 41p
AB - Uninterruptible Power Supply (UPS) systems are used to power the intersection traffic signals that have Light Emitting Diode (LED) signal modules, in case of a power failure. The objective of this study was to test the PB2000ITS UPS manufactured by US Traffic Corp., ME1000 UPS from TechPower Developments Inc and DUI 24M11 from Dimensions Unlimited Inc, and verify if they meet the Illinois DOT’s specification for UPS systems for traffic signals with LED modules. These were the most updated models furnished by the manufacturers at the time. Multiple tests with full load (approximately 700 W) were conducted at room temperature to determine charge and discharge times. For PB2000ITS the average run time was 3:31 and average recharge time was 16:25 at room temperature. For ME1000, the average discharge and recharge times were 2:32 and 42:16 respectively at room temperature. For DUI 24M11 the average discharge and recharge times were 3:57 and 18:58 respectively at room temperature. All the UPS systems meet the majority of the IDOT Specification requirements, but had some minor shortcomings.
KW - Battery chargers
KW - Electric batteries
KW - Electric power supply
KW - Illinois
KW - Intersections
KW - Light emitting diodes
KW - Signalized intersections
KW - Traffic signal control systems
KW - Traffic signals
KW - Uninterruptible power supply
UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-139.pdf
UR - https://trid.trb.org/view/867559
ER -
TY - RPRT
AN - 01108445
AU - Carlson, Daniel L
AU - Hill, Zack
AU - Simmons, Jill
AU - Atchison, Alex
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - WSDOT's Role in TDM: Strategic Interest, Structure, and Responsibilities
PY - 2005/07//Final Research Report
SP - 48p
AB - The Washington State Department of Transportation (WSDOT) has posed several questions about its role in transportation demand management (TDM), including how it defines TDM, what its strategic interest in TDM is, how TDM relates to its transportation goals, what responsibilities it should assume, and how it ought to structure itself to implement TDM. WSDOT hired a research team at the University of Washington Evans School of Public Affairs to answer these questions, describing the current TDM environment, interviewing key stakeholders, and recommending approaches in each area. The research team found that TDM measures can enable the movement of more people and goods over existing and future state roads at far less capital, political, and environmental cost than construction of new highways. Among its recommendations are that WSDOT should do the following: Call out TDM as an explicit framework for managing and increasing the person throughput of the existing state transportation system; Take the lead in developing a TDM “brand,” which will serve as a universal identifier for TDM campaigns at the local, regional, and state levels; Set targets for the number of people—not vehicles—moving through key corridors during peak periods and targets for the number of people choosing to not drive alone in key corridors during peak periods; and Develop TDM Priority Areas where state transportation investments are linked to local transit-efficient land uses.
KW - Implementation
KW - Leadership
KW - Strategic planning
KW - Travel demand management
KW - Washington State Department of Transportation
UR - http://www.wsdot.wa.gov/research/reports/fullreports/616.1.pdf
UR - https://trid.trb.org/view/868349
ER -
TY - RPRT
AN - 01104398
AU - Ramirez, Julio A
AU - Aguilar, Ferardo
AU - Purdue University/Indiana Department of Transportation JHRP
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - Shear Reinforcement Requirements for High-Strength Concrete Bridge Girders
PY - 2005/07//Final Report
SP - 127p
AB - A research program was conducted on the shear strength of high-strength concrete members. The objective was to evaluate the shear behavior and strength of concrete bridge members with compressive strengths in the range of 10 000 to 15 000 psi. The goal was to determine if the current minimum amount of shear reinforcement together with maximum spacing limits in the 2004 AASHTO LRFD Specifications, and the upper limit on the nominal shear strength were applicable to concrete compressive strengths up to 15 000 psi. A total of twenty I-shaped specimens were tested monotonically to failure. Sixteen specimens were reinforced concrete beams, half of them without shear reinforcement. Four AASHTO Type I prestressed concrete beams were also tested. The main variables were the compressive strength of concrete and the amount of longitudinal and transverse reinforcement. Measured concrete compressive strengths ranged from 7 000 to 17 000 psi. Longitudinal reinforcement ratios on the basis of web width, ρw, varied from 1.32 to 7.92%. All specimens met the flexural requirements in Section 5.7.3.3.1 of the 2004 AASHTO LRFD Specifications. The amounts of shear reinforcement, ρvfyv, provided were in the range of 0 to 1 300 psi. Main findings support the notion that the current prescribed minimum amounts of shear reinforcement in both the 2004 AASHTO LRFD Specifications and the ACI 318-05 Code provide sufficient reserve strength after first inclined cracking, and adequate crack width control at estimated service load levels for reinforced and prestressed concrete beams with concrete compressive strengths up to 15 000 psi. Based on the test results of reinforced concrete specimens, an upper limit for the nominal shear strength of 12 f'c in concretes with compressive strength up to 15 000 psi was shown to be adequate to prevent web crushing failures prior to the yielding of stirrups. This limit is similar to the current upper limit on the nominal shear strength in the ACI 318-05 Code.
KW - Compressive strength
KW - Design load
KW - High performance concrete
KW - High strength concrete
KW - Horizontal web reinforcement
KW - Prestressed concrete
KW - Prestressed concrete bridges
KW - Reinforced concrete
KW - Shear reinforcement
KW - Shear strength
UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1741&context=jtrp
UR - https://trid.trb.org/view/864157
ER -
TY - RPRT
AN - 01099497
AU - Zia, Paul
AU - Nunez, Roberto
AU - Mata, Luis A
AU - North Carolina State University, Raleigh
AU - North Carolina Department of Transportation
AU - Federal Highway Administration
TI - Implementation of Self-Consolidating Concrete for Prestressed Concrete Girders
PY - 2005/07//Final Report
SP - 82p
AB - This report documents the first experience of using self-consolidating concrete for pretressed concrete bridge girders in North Carolina. Under construction in eastern North Carolina was a multi-span bridge which used one hundred thirty AASHTO Type III girders, each 54.8 ft (16.7 m) long. To demonstrate the full-scale field production of self-consolidating concrete, and for comparative purposes, three girders from one production line of five girders were selected for the experimentation. Two of the girders were cast with self-consolidating concrete and one with normal concrete as control. The plastic and hardened properties of both the self-consolidating concrete and the normal concrete were monitored and measured. The plastic properties of self-consolidating concrete included unit weight, air content, slump flow, visual stability index (VSI), and passing ability measured by J-ring and L-box. Hardened properties of the two concretes included temperature development during curing, compressive strength, elastic modulus, and flexural tensile strength, creep and shrinkage. The prestressing force was monitored by load cells . The transfer lengths of prestressing strands were determined by embedded strain gauges , and from the measured strand end-slips. Finally, the three girders were tested in flexure up to the design service load to determine and compare their load-deformation characteristics. Based on the satisfactory results of this study, the two prestressed SCC girders were installed in the bridge for service as other normal concrete girders.
KW - Air content
KW - Concrete hardening
KW - Flexural strength
KW - Girders
KW - Modulus of elasticity
KW - North Carolina
KW - Prestressed concrete
KW - Prestressed concrete bridges
KW - Pretensioning
KW - Self compacting concrete
UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2004-25FinalReport.pdf
UR - https://trid.trb.org/view/859116
ER -
TY - RPRT
AN - 01044260
AU - Ege, Steven
AU - Okada, Garret
AU - Hawaii Department of Transportation
AU - Hawaii Department of Transportation
AU - Federal Highway Administration
TI - Superpave Mix in Hawaii Performance Effects of Using Local Materials and Construction Practices on the Production, Paving Operations, and Short Term Characteristics of Superpave Mix
PY - 2005/07//Final Report
SP - 108p
AB - The final product of the SHRP asphalt research program (October 1987 to March 1993) is a new asphalt pavement referred to as Superior Performing Asphalt Pavement (SUPERPAVE). This report evaluated the first paving project using the Superpave mix. Production of the Superpave mix was accomplished by using locally produced aggregates and asphalt cement. The Superpave mix was successfully placed and compacted by a local paving contractor with typical paving equipment and standard paving operation. The Superpave mix is very stable and should provide greater resistance to pavement deformation (rutting) than the standard asphalt concrete mixes currently being used. An area for concern for long-term durability of the Superpave mix is the segregated surface appearance, which may be due to the separation of the coarse aggregates from the rest of the mixture and coarser gradation as compared to the standard asphalt concrete mixes. Based on the satisfactory results and performance of the Superpave mix, it is recommended as a standard pavement surface for the Hawaii Department of Transportation, Highways Division.
KW - Aggregate gradation
KW - Aggregates
KW - Asphalt cement
KW - Asphalt pavements
KW - Coarse aggregates
KW - Construction management
KW - Contractors
KW - Local materials
KW - Pavers
KW - Paving
KW - Rutting
KW - Superpave
UR - https://trid.trb.org/view/803647
ER -
TY - RPRT
AN - 01032939
AU - Dessouky, Samer H
AU - Masad, Eyad A
AU - Little, Dallas N
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Mechanistic Model to Predict the Impact of the Aggregate Matrix on the Permanent Deformation of Asphalt Mixtures
PY - 2005/07//Technical Report
SP - 144p
AB - Hot mix asphalt (HMA) is a granular composite material stabilized by the presence of asphalt binder. The behavior of HMA is highly influenced by the microstructure distribution in terms of the different aggregate particles present in the mix, the directional distribution of aggregates, the distribution of voids, and the nucleation and propagation of cracks. Conventional continuum modeling of HMA lacks the ability to explicitly account for the effect of aggregate microstructure distribution features. This report presents the development of elastic and visco-plastic models that account for important aspects of the aggregate and microstructure distribution in modeling the macroscopic behavior of HMA. The objective of Project 0-1707 is to develop tools by which engineers can judge the impact of the aggregate on the performance of HMA based on simple and repeatable tests. Of greatest concern in Project 0-1707 is the ability of the HMA to resist permanent deformation or to rut, which leads to safety concerns, especially under wet surface conditions. In this report, the research team develops an approach is developed to introduce a length scale to the elasticity constitutive relationship in order to capture the influence of aggregate particle sizes on HMA response. A finite element (FE) analysis is used to analyze the microstructure response and predict the macroscopic properties of HMA. Each point in the microstructure is assigned effective local properties that are calculated using an analytical micromechanical model that captures the influence of the number of particles on the microscopic response of the HMA. The moving window technique and autocorrelation function are used to determine the microstructure characteristic length scales that are used in strain gradient elasticity. A number of asphalt mixes with different aggregate types and size distributions are analyzed. An elasto-visco-plastic continuum model is developed to predict HMA response and performance. The model incorporates a Drucker-Prager yield surface that is modified to capture the influence of stress path direction on the material response. Parameters that reflect the directional distribution of aggregates and damage density in the microstructure are included in the model. The elasto-visco-plastic model is converted into a numerical formulation and is implemented in FE analysis using a user-defined material subroutine (UMAT). A fully implicit algorithm in time-step control is used to enhance the efficiency of the FE analysis. The FE model used in this project simulates experimental data and pavement section.
KW - Aggregate matrix
KW - Aggregate shape
KW - Aggregates
KW - Asphalt mixtures
KW - Bituminous binders
KW - Continuum models
KW - Elasticity (Mechanics)
KW - Finite element method
KW - Hot mix asphalt
KW - Mechanistic design
KW - Micromechanical models
KW - Microstructure
KW - Viscoplasticity
UR - http://tti.tamu.edu/documents/0-1707-6.pdf
UR - https://trid.trb.org/view/788221
ER -
TY - RPRT
AN - 01031667
AU - Sinha, Kumares C
AU - Labi, Samuel A
AU - Rodriguez, Marcela M
AU - Tine, Gabriel
AU - Dutta, Rucci
AU - Purdue University/Indiana Department of Transportation JHRP
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - Procedures for the Estimation of Pavement & Bridge Preservation Costs for Fiscal Planning and Programming
PY - 2005/07//Final Report
SP - 111p
AB - Facility preservation generally refers to the set of activities that are carried out to keep a facility in usable condition until the next reconstruction activity. For fiscal planning and programming, it is necessary to know the expected costs of preservation projects and how long they would last. Such information, coupled with minimum standards and facility inventory data enable estimation of overall monetary needs for bridge and pavement preservation, and would assist Indiana Department of Transportation (INDOT) in undertaking appropriate programming and attendant financial planning over the long term. However, detailed engineering analyses are not possible every year because of the time and effort involved, therefore simple procedures to help estimate annual pavement and bridge preservation needs are useful for long-term fiscal planning. The study methodology consisted of first undertaking a full analysis based on engineering principles and detailed work in order to determine pavement and bridge needs for a period of time. Then simple procedures to estimate yearly pavement and bridge preservation costs were developed and the results were compared to the detailed engineering needs. Deterioration and cost models to establish engineering needs were developed using an array of statistical techniques including analysis of variance and regression analysis. Using the deterioration models, system inventory and minimum standards, the level of physical needs was determined for the entire pavement and bridge network over the analysis period. Finally, using the identified physical needs and developed cost models, the monetary needs were estimated. An age-based approach (that considers fixed time intervals instead of deterioration trends and minimum standards) was used for the bridge preservation needs. Based on the historical expenditure records and the amount of work performed in the past, simple regression models were developed to estimate future annual pavement and bridge preservation needs. The results obtained proved to be consistent with the engineering analysis.
KW - Bridges
KW - Costs
KW - Deterioration
KW - Engineering
KW - Financial planning
KW - Pavements
KW - Preservation
KW - Rehabilitation (Maintenance)
KW - Service life
UR - http://docs.lib.purdue.edu/jtrp/174/
UR - https://trid.trb.org/view/787515
ER -
TY - RPRT
AN - 01031664
AU - Banks, M Katherine
AU - Schwab, A Paul
AU - Purdue University/Indiana Department of Transportation JHRP
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - Remediation and Stabilization of Soils Contaminated by Lead Resulting from the Removal of Paint from Bridges
PY - 2005/07//Final Report
SP - 25p
AB - Lead (Pb)-based paints are commonly used for painting steel bridge structures. Soils in the immediate vicinity of older bridges have been contaminated with Pb as a result of normal weathering and peeling of the paint coupled with removal prior to repainting. The objectives of this project were to assess the extent of Pb contamination near highway bridges and to evaluate phytoremediation and immobilization as means of remediation. The authors examined soils in the vicinity of approximately 20 bridges in Indiana that had been repainted recently and were known to have been painted originally with Pb-based paint. They found only three bridges in which the extensive areas of soil were contaminated by Pb in concentrations greater than 400 mg/kg. Two of these sites were used for this project. In the field study, soluble phosphate was added to the soil and transformations of Pb were monitored using chemical extractants. Simultaneously, sunflowers were grown in the field to test the feasibility of phytoextraction for these conditions. Phosphate additions were effective in significantly reducing bioaccessible Pb, but the sunflowers were unable to remove Pb from the soils. A laboratory study using columns of contaminated soils demonstrated the very low mobility of Pb in soils. The recommendation from this study is that the immediate vicinity of recently painted bridges be tested for Pb in the soils. Elevated concentrations can be treated with soluble phosphate to reduce bioavailability of Pb.
KW - Bioavailability
KW - Field tests
KW - Highway bridges
KW - Indiana
KW - Laboratory studies
KW - Lead based paint
KW - Lead contamination
KW - Paint removal
KW - Phosphates
KW - Phytoextraction
KW - Phytoremediation
KW - Soil remediation
KW - Soil stabilization
KW - Weathering
UR - http://docs.lib.purdue.edu/jtrp/181/
UR - https://trid.trb.org/view/787492
ER -
TY - RPRT
AN - 01029078
AU - Najm, Husam
AU - Nassif, Hani
AU - Gucunski, Nenad
AU - Albhaisi, Suhail
AU - Khoshkbari, Parham
AU - Center for Advanced Infrastructure and Transportation
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - Seismic Analysis of Retaining Walls, Buried Structures, Embankments, and Integral Abutments
PY - 2005/07//Final Report
SP - 160p
AB - This study evaluates the impact of the newly recommended seismic design guidelines from NCHRP 12-49 on seismic design of bridges in New Jersey. It also provides seismic design criteria and guidelines for integral abutments, retaining walls, embankments, and buried structures. The study provides an overall review of the recommended guidelines and compares them to the current AASHTO LRFD specifications. It provides recommendations on seismic hazard and performance objectives and soil site factors for New Jersey that incorporate design criteria from NCHRP 12-49 guidelines, AASHTO LRFD specifications, South Carolina seismic design criteria, and NYCDOT seismic design guidelines. The study also includes two design examples based on the NCHRP 12-49 guidelines and current AASHTO LRFD specifications. Research results showed that: (1) the MCE ground motion level adopted by NCHRP 12-49 which has a 2500-year return is acceptable for safety evaluation of 'critical bridges' in New Jersey, (2) a reduced (2/3 MCE) ground motion is acceptable for safety evaluation of 'non-critical' bridges; (3) soil-site factors have increased dramatically for soft soils subjected to small ground motions which will have an impact on seismic design in Southern Jersey, (4) the USGS National Seismic Hazard Maps adopted by NCHRP 12-49 for ground motion accelerations may not necessarily reflect the actual geological soil conditions and realistic hazard levels in New Jersey, (5) NCHRP 12-49 SDAP E (pushover analysis) is preferable for the seismic analysis and design of bridges in New Jersey, and (6) NCHRP 12-49 SDAP C is a relatively simplified design procedure for many bridges and should be used when applicable. Recommendations from this study include adoption of NCHRP 12-49 subject to the above conclusions. However, there is a need to: (1) predict extreme earthquake events for New Jersey and the Northeast United States, (2) prepare Seismic Hazard Maps for bridge design in New Jersey and re-evaluate NCHRP 12-49 soil-site factors proposed for New Jersey, and (3) quantify damage level by using structural capacity and demand.
KW - AASHTO LRFD Bridge Design Specifications
KW - Bridge design
KW - Earthquake resistant design
KW - Embankments
KW - Guidelines
KW - Integral abutments
KW - National Cooperative Highway Research Program
KW - New Jersey
KW - Recommendations
KW - Retaining walls
KW - Seismicity
KW - Soft soils
KW - Underground structures
UR - http://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2005-002.pdf
UR - https://trid.trb.org/view/786322
ER -
TY - RPRT
AN - 01027362
AU - AZTEC
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - Comparison of Reviewing Superelevation on Pavement Preservation Projects from Twelve States
PY - 2005/07
SP - 12p
AB - This report documents a survey of 12 states to evaluate their criteria related to correcting substandard superelevation on roadway curves. The objective is to provide guidance to the Arizona Department of Transportation in selecting roadway curves to modify using differential milling techniques. Differential milling offers a means to adjust superelevation during roadway resurfacing or maintenance projects. The twelve states surveyed are Nevada, New Mexico, Colorado, Wyoming, Utah, Montana, South Dakota, Washington, California, Idaho, Oregon, and North Dakota.
KW - California
KW - Colorado
KW - Highway curves
KW - Idaho
KW - Milling
KW - Montana
KW - Nevada
KW - New Mexico
KW - North Dakota
KW - Oregon
KW - Pavement maintenance
KW - South Dakota
KW - States
KW - Superelevation
KW - Surveys
KW - Utah
KW - Washington (State)
KW - Wyoming
UR - http://apps.azdot.gov/ADOTLibrary/publications/QuickStudies/PDF/TRQS-01.pdf
UR - https://trid.trb.org/view/784360
ER -
TY - RPRT
AN - 01025849
AU - Kim, Yong-Rak
AU - Little, Dallas N
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Development of Specification-Type Tests to Assess the Impact of Fine Aggregate and Mineral Filler on Fatigue Damage
PY - 2005/07//Technical Report
SP - 116p
AB - This report presents a specification-type test method to characterize the impact of fine aggregate and material filler on the complex nature of fatigue behavior of asphalt mixtures. Dynamic mechanical tests using the dynamic mechanical analyzer (DMA) were performed for cylindrical sand asphalt samples made with pure binders, modified binders, and mastics to estimate viscoelastic characteristics and fatigue behavior. Test results were analyzed using viscoelastic theories and fatigue prediction models based on continuum damage mechanics. The mechanical effects of additives were investigated. In addition, researchers identified a reasonable definition of fatigue failure. This DMA protocol can also be used to investigate the impact of moisture on the cohesive strength and damage resistance of the matrix and/or the fine aggregate matrix.
KW - Asphalt mixtures
KW - Asphaltic sand
KW - Binders
KW - Classical field theory
KW - Cohesive strength
KW - Dynamic mechanical analyzer
KW - Failure
KW - Fatigue damage
KW - Fine aggregates
KW - Mastic asphalt
KW - Matrix analysis
KW - Mineral fillers
KW - Moisture content
KW - Test procedures
KW - Viscoelasticity
UR - https://trid.trb.org/view/782896
ER -
TY - RPRT
AN - 01025841
AU - Matthews, Ron
AU - Baker, Rick
AU - DeFries, Tim
AU - Ezekoye, O A
AU - Hall, Matt
AU - Kishan, Sandeep
AU - Lownes, Nick
AU - Machemehl, Randy
AU - Prozzi, Jolanda
AU - Wheat, Harovel
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Diesel Emissions Testing, Performance Evaluation, and Operational Assessment; Project Extension to Examine an Ultra-Low Sulfur Diesel Fuel: TxLED
PY - 2005/07//Technical Report
SP - 92p
AB - When the Texas Department of Transportation (TxDOT) began using an ultra-low sulfur diesel fuel, Texas Low Emission Diesel (TxLED), they commissioned a simultaneous study of the effectiveness of the use of TxLED by both the TxDOT fleet and their contractors, the Associated General Contractors (AGC). Because TxLED is similar to conventional diesel fuel, there were no health or safety issues that had to be addressed in this study. The results from the full load torque curve tests and the operator assessments, together with the properties of TxLED compared to those for 2D on-road diesel fuel, indicate that there should be no performance penalties associated with use of TxLED. It was also found that, as expected, TxLED does not separate into lighter and heavier components over time and does not pose corrosion problems. For all engines tested, TxLED provided a statistically significant benefit in nitrogen oxide (NOx) emissions compared to 2D on-road diesel fuel. With the exception of only one engine, the NOx emissions benefits from using TxLED were higher than the benefits claimed in Texas’ State Implementation Plan. Additionally, statistically significant benefits in particulate matter (PM) emissions were found for three of the six engines tested and small, but statistically significant, benefits in fuel consumption or fuel economy were found for three of the engines. Therefore, the cost-effectiveness of the NOx emissions reductions obtained with TxLED was the primary focus of this study. It is concluded that TxLED is a cost-effective strategy for reducing emissions from the TxDOT and AGC fleets.
KW - Contractors
KW - Cost effectiveness
KW - Diesel engines
KW - Diesel fuels
KW - Exhaust gases
KW - Fuel conservation
KW - Fuel consumption
KW - Low sulfur diesel fuels
KW - Nitrogen oxides
KW - Particulates
KW - Texas Department of Transportation
KW - Torque
KW - Vehicle fleets
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4576_4.pdf
UR - https://trid.trb.org/view/782700
ER -
TY - RPRT
AN - 01022656
AU - Hefer, Arno
AU - Scullion, Tom
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Materials, Specifications, and Construction Techniques for Heavy-Duty Flexible Bases: Literature Review and Status Report on Experimental Sections
PY - 2005/07//Technical Report
SP - 154p
AB - For the majority of the Texas highways the granular base layer is the main structural component of the pavement system. Project 0-4358 was initiated to provide Texas Department of Transportation (TxDOT) guidelines to improve its base specifications in order to better withstand the demands of future traffic loads. This report provides the results of a literature search and a survey of the performance of experimental heavy-duty base pavements recently constructed in Texas. Base specifications and construction practices from eight United States (U.S.) Department of Transportations (DOTs) and two overseas countries were compared with TxDOT current and proposed specifications. Currently, TxDOT is the only agency that does not control the amount of fines (minus 200 fraction) in its bases. Research studies have indicated that high levels of minus 200 can severely impact both moisture susceptibility and cold weather performance. The newly proposed TxDOT specifications with limits on the fines content are in line with the practices of other agencies in similar climates. The results from three experimental sections on US-281, US-77 and FM-1810 provide several important observations about current base performance. The use of small amounts of stabilizer to upgrade marginal materials does not always guarantee a top-quality base. Better methods of selecting optimal stabilizer content are needed. Furthermore, the flexible bases with high fines content appear to have high initial field stiffnesses that decease rapidly with time.
KW - Base course (Pavements)
KW - Fines (Materials)
KW - Flexible pavements
KW - Granular bases
KW - Literature reviews
KW - Materials
KW - Moisture susceptibility
KW - Pavement performance
KW - Research reports
KW - Road construction
KW - Soil stabilization
KW - Specifications
KW - Surveys
KW - Texas
KW - Traffic loads
UR - https://trid.trb.org/view/777955
ER -
TY - RPRT
AN - 01019113
AU - Iowa Department of Transportation
AU - Federal Highway Administration
TI - Iowa Miles of Rural Secondary Roads as of January 1, 2005
PY - 2005/07
SP - 105p
AB - The Iowa Department of Transportation Office of Transportation Data, in cooperation with the Federal Highway Administration, is responsible for preparing this secondary road report. The report provides federal, state, local agencies and the general public with statistical information on the secondary road system. Information for this report is derived from data reported by each of the 99 Iowa County Engineers. Their reports of construction which may change the road surface, length, and functional classification are current as of January 1, 2005. The report contains three major sections: State Totals in Miles by Type of Surface, Statistical Summary, and County Statistical Summaries. A Five Year Summary of the Secondary Road System in Iowa is also included. A PDF version of this report is also available at www.iowadotmaps.com/secmiles. There have been several changes to the format for this year's data. This report has been reorganized so that the state and county data is now presented on individual pages summarizing the statistical data for the state and for each county. Each page has three sections: the summary of all rural miles for the county, the summary of Farm-to-Market miles for the county and the summary of Area Service miles for the county.
KW - Area service roads
KW - Counties
KW - Farm to market roads
KW - Functional classification
KW - Iowa
KW - Miles
KW - Pavement conditions
KW - Road condition
KW - Road construction
KW - Rural highways
KW - Secondary roads
KW - States
KW - Statistics
KW - Surface course (Pavements)
KW - Surface types (Pavements)
UR - https://trid.trb.org/view/775694
ER -
TY - RPRT
AN - 01019050
AU - Scott, Ernie
AU - Inter-Mountain Laboratories, Incorporated
AU - Wyoming Department of Transportation
AU - Federal Highway Administration
TI - Infrasonic Monitoring of Avalanche on Teton Pass
PY - 2005/07//Final Report
SP - 52p
AB - Avalanches near Teton Pass impact Wyoming Highway 22 which is one of the most heavily used highways in Wyoming due to commuter traffic necessary to support service industries in Jackson Hole, tourist traffic, and winter recreational use traffic. Closure of WY 22 therefore has a significant impact on the local economy. It is believed that the early identification of natural and control triggered avalanches, in near real time, when winter conditions prevent observation can provide a minimized response time, added traveler safety, and valuable information for planning future snow control activities. It has been shown that avalanches generate sub-audible acoustic signals within the infrasound frequency spectrum (1-4 Hz), providing a scientific basis for developing an automated avalanche monitoring system. The objective of this study was to develop, operate, and maintain an easy to use infrasound monitoring system that can reliably and automatically identify Teton Pass avalanche activity in near real time, from a remote location miles away. The research and development of an operational monitoring system took place over two winter seasons: 2003/2004 and 2004/2005. The system consisted of arrays of remotely powered infrasound sensors deployed near known slide paths, a central processing unit (CPU) in the local Wyoming Department of Transportation (WYDOT) office, custom software, and telecommunications equipment to transfer data from the sensor arrays to the CPU. The completed operational system demonstrated these desired performance characteristics: 1) identification of natural events, 2) identification of control activity triggered events, 3) minimal false identifications, 4) excellent reliability and system availability, 5) time response less than 2 minutes, 6) identification of various magnitude events, and 7) verification of ordinance detonation and non detonation. Further development of the CPU user interface is continuing through a National Science Foundation (NSF) grant. The resulting software will allow for more flexibility in viewing results, investigating events, and system configuration. The system near Teton Pass will be used for further development in the NSF project and the improved user interface will become part of the WYDOT system.
KW - Avalanches
KW - Central processing units (Computers)
KW - Control triggered avalanches
KW - Detonation
KW - Economic impacts
KW - Highway safety
KW - Highway traffic
KW - Infrasound
KW - Jackson Hole (Wyoming)
KW - Monitoring
KW - Natural avalanches
KW - Recreation
KW - Reliability
KW - Road closures
KW - Sensors
KW - Snow
KW - Snow and ice control
KW - Software
KW - Telecommunications
KW - Teton Pass
KW - Tourists
KW - Winter
UR - https://trid.trb.org/view/771786
ER -
TY - RPRT
AN - 01015058
AU - Knott, Diana
AU - Martinelli, David
AU - Ohio University, Athens
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - Communication Strategies for State Transportation Research Programs (4 Volumes); Volume I: Why Worry About Communication?; Volume II: Internal ODOT Constituent Surveys; Volume III: External ODOT Constituent Surveys; Volume IV: Other External ODOT Constituent Surveys
PY - 2005/07//Final Report
SP - v.p.
AB - Transportation research is often "open ended" and difficult to measure, in that its beneficiaries may not know how they have been served by research activities and results. This research project sought to 1) obtain feedback from Ohio Department of Transportation (ODOT) constituents, 2) develop a strategic communication plan that supports ODOT's overall mission and goals, keeping in mind research office resources, and 3) develop a communication template that other DOTs could model or use. To accomplish these objectives, existing knowledge, attitudes, and behaviors regarding ODOT's research office were obtained through a number of surveys. Those surveyed included the Ohio general public, internal DOT constituents (technical liaisons, administrators and directors, district deputy directors, district research contacts, FHWA regional center directors) and external DOT constituents (consultants, contractors, transportation committee legislators, and college civil engineering department heads). In addition, a nationwide survey of DOT research office directors was conducted to determine the constituents with whom their offices communicate and the means by which they do so. Common areas of interest among constituents were identified, from which key research office messages were proposed, so they might be included in research office correspondence and publicity. Constituents' preferred methods of obtaining research office information also was explored. The study found that most research office directors believe they communicate well internally but do not communicate effectively to external audiences. It was found that part of this problem could lie in the underutilization of communication office personnel, who have the training and contacts to spread the word about transportation research.
KW - Communication
KW - Publicity
KW - Research
KW - State departments of transportation
KW - Strategic planning
KW - Surveys
UR - https://trid.trb.org/view/771499
ER -
TY - RPRT
AN - 01015042
AU - Mokwa, Robert L
AU - Peebles, Cole S
AU - Montana State University, Bozeman
AU - Montana Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of the Engineering Characteristics of RAP/Aggregate Blends
PY - 2005/07//Final Report
SP - 100p
AB - This report describes results from a research program that was structured to evaluate the suitability of using reclaimed and recycled asphalt pavement (RAP) as an additive to crushed angular aggregate or pit run granular soils. Research and testing were conducted to evaluate the suitability of RAP blends in terms of significant changes observed in relatively easily measured and quantifiable properties. The laboratory testing program consisted of grain size analyses, specific gravity tests, modified Proctor compaction tests, relative density tests, Los Angeles abrasion tests, direct shear tests, permeability tests, R-value tests, and x-ray CT scans. Based on this study, it is concluded that the outlook for the continued implementation of RAP as an additive to granular base and subbase materials for use in highway construction looks promising. Results from the extensive suite of laboratory tests indicate that blending asphalt millings with granular cohesionless material like crushed aggregate or pit run cohesionless soil results in only minor changes to the engineering properties of the virgin material. This report describes the laboratory testing program and discusses the results in terms of the suitability of integrating recycled materials (RAP/aggregate blends) into asphalt pavement sections.
KW - Abrasion tests
KW - Asphalt pavements
KW - Base course (Pavements)
KW - Compaction
KW - Crushed aggregates
KW - Density
KW - Grain size (Geology)
KW - Granular soils
KW - Laboratory tests
KW - Permeability
KW - Recycled asphalt pavements
KW - Recycling
KW - Shear tests
KW - Specific gravity
KW - Subbase materials
UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/rap_aggregate/final_report.pdf
UR - http://ntl.bts.gov/lib/45000/45800/45835/final_report57.pdf
UR - https://trid.trb.org/view/768722
ER -
TY - RPRT
AN - 01018658
AU - Cai, C S
AU - Voyiadjis, George Z
AU - Shi, Xiaomin
AU - Louisiana State University, Baton Rouge
AU - Louisiana Transportation Research Center
AU - Federal Highway Administration
TI - Determination of Interaction between Bridge Concrete Approach Slab and Embankment Settlement
PY - 2005/07//Final Report
SP - 150p
AB - The main objective of this research is to correlate the deformation and internal force of the approach slab with the approach embankment settlements and the approach slab parameters such as length and thickness. Finite element analysis was carried out in the present study. This correlation will be used to evaluate the effectiveness of approach slabs and develop guidelines for their structural design. This information will also help determine when settlement controls are necessary. While flat approach slabs may be used for some short span applications, longer span lengths would require very thick slabs. In such cases, ribbed approach slabs (similar to slab-on-beam bridge decks) are proposed in the present study because they provide advantages over the flat slabs. Based on finite element analysis, internal forces and deformations of ribbed slabs were predicted and their designs were conducted. In addition, special studies on a few issues that were not included in the original scope of work were conducted. These special studies including investigating (1) the skew angle effects and the applicability of the developed methodology for right approach slabs to skewed approach slabs; (2) the failure mode/mechanism of the approach slab end and the abutment connection; (3) the applicability of the developed methodology to American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) highway loads; and (4) rating of the developed approach slabs in terms of special trucks.
KW - Bridge abutments
KW - Bridge approaches
KW - Bridge decks
KW - Bridge foundations
KW - Concrete bridges
KW - Deformation
KW - Embankment foundations
KW - Finite element method
KW - Settlement (Structures)
KW - Slabs
KW - Structural design
UR - http://www.ltrc.lsu.edu/pdf/2005/fr_403.pdf
UR - https://trid.trb.org/view/771629
ER -
TY - RPRT
AN - 01015103
AU - Moody, Michael
AU - Hackbart, Merl
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - The Impact of State Road Fund Debt Limits: An Empirical Analysis
PY - 2005/07//Final Report
SP - 48p
AB - States have been gradually increasing their reliance on debt financing to meet their transportation funding needs. Increased reliance on debt financing has been driven by the slow growth of highway and Road Fund revenue sources, resistance to tax expenditures, and restrictions placed on the use of General Fund revenue, in many states, for transportation projects. In light of the states’ increasing reliance on debt financing for transportation, state officials and policy makers have shown greater interest in debt management practices. One dominant practice across the states is the use of debt limitations. Debt limit policies vary widely from state to state. There are differences in the origin, scope, and coverage of state debt policies. The present study is an extension of the research originally done by the University of Kentucky Transportation Center exploring the debt limits and debt capacity using the Road Fund. The original study yielded an unexpected result related to the level of debt service to total revenue. States with debt limitation polices had, on average, higher ratios of debt service to total revenue than states without debt limitation policies. This study presents two statistical tests that confirm the previous graphical result from the original study. Using a simple t-test, the group of states with a Road Fund debt limit had a ratio of debt service to revenue that was, on average, 7.4% higher than the group of states without a Road Fund debt limit. Using multivariate regression analysis, states with a Road Fund debt limit had ratios of Road Fund debt service to Road Fund revenue that were 9.6% higher than states without Road Fund debt limits.
KW - Debt
KW - Financing
KW - Highways
KW - Multivariate analysis
KW - Policy
KW - Regression analysis
KW - Revenues
KW - Road funds
KW - States
KW - Statistical analysis
KW - T test
UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_17_TA5_04_2F.pdf
UR - https://trid.trb.org/view/771625
ER -
TY - RPRT
AN - 01013373
AU - Wen, Haifang
AU - Titi, Hani
AU - Bloom Consultants, LLC
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - Guidelines for the Surface Preparation/Rehabilitation of Existing Concrete and Asphaltic Pavements Prior to an Asphaltic Concrete Overlay
PY - 2005/07//Final Report
SP - 110p
AB - A large percentage of the asphaltic paving projects performed in Wisconsin are asphaltic overlays of existing concrete or asphaltic pavements. Due to varying performance of overlay, a standard set of guidelines is needed to determine the amount of surface preparation which provides a consistency along with more accurate and stable project budgets for this type of work. Literature review of Wisconsin Department of Transportation (WisDOT) and national practices of pre-overlay repair of existing concrete and asphaltic pavements was conducted. Previous asphalt overlay projects were reviewed and overlay performance was analyzed. In addition, three overlay projects during 2004 construction season were studied in the field. For asphalt overlay of existing concrete pavements, it was found that overlays with doweled concrete base patching performed best, followed by non-doweled concrete base patching and then asphaltic base patching. Partial depth repair is needed to fix the medium severity transverse cracks and longitudinal/transverse distressed joints in existing concrete pavement. A minimum of 3 in., practically 3 1/2 in., overlay thickness was found to be able to mitigate reflective cracking in overlay. All high-severity joints/cracks/patches should be repaired. The current International Roughness Index (IRI) in overlay was highly correlated with initial IRI of overlay, indicating the importance of profile index. The roughness prediction model used in the NCHRP 1-37A 2002 design guide was calibrated with locally available data. For asphalt overlay of existing asphalt pavements, block cracking in existing asphalt pavement does not adversely affect the overlay when milling is used. Existing asphalt pavement with extensive alligator cracking should be pulverized to prevent the reflection of underlying alligator cracking. Milling the existing asphalt pavement can not eliminate the reflection of transverse cracking in existing asphalt pavement. The ratio of overlay thickness to milling depth should be kept a minimum of 3 to prevent longitudinal cracking from re-occurring in overlay. A set of guidelines was developed to be included in the Facility Development Manual and Construction and Material Manual.
KW - Alligator cracking
KW - Asphalt pavements
KW - Bituminous overlays
KW - Comminution
KW - Concrete pavements
KW - Field studies
KW - Guidelines
KW - International Roughness Index
KW - Literature reviews
KW - Milling
KW - Overlays (Pavements)
KW - Partial depth repair
KW - Patching
KW - Reflection cracking
KW - Rehabilitation (Maintenance)
KW - Surface preparation
KW - Thickness
KW - Transverse cracking
UR - http://minds.wisconsin.edu/bitstream/handle/1793/53460/04-05%2520WHRP%252005-10%2520Surface%2520Preparation%2520Final%2520Report.pdf
UR - http://minds.wisconsin.edu/bitstream/handle/1793/53460/ADDENDUM.doc
UR - http://wisdotresearch.wi.gov/wp-content/uploads/04-05surfaceprep-f.pdf
UR - https://trid.trb.org/view/767947
ER -
TY - RPRT
AN - 01011177
AU - Feldblum, Eric G
AU - Connecticut Department of Transportation
AU - Connecticut Department of Transportation
AU - Federal Highway Administration
TI - Alternative Merge Sign at Signalized Intersections
PY - 2005/07//Final Report
SP - 65p
AB - A research study was performed to develop, field test and evaluate a trial merge warning sign to be used for merging at some signalized intersections. At the present time, the "Lane Ends" sign (W4-2) is commonly used in the United States to alert drivers that a merge ahead is required. One location where this sign is used is after signalized intersections where an additional through-lane ends. To encourage an alternating merge pattern, a trial sign was developed and field tested at two intersections in Connecticut. Merging patterns were monitored via video cameras before and after the sign was installed. An evaluation was completed to determine the effectiveness of this experimental sign, in accordance with Section 1A.10 of the Manual on Uniform Traffic Control Devices (MUTCD) 2000. The experimental merge sign was successful in improving the traffic flow and safety of the merges. After placement of this sign, the number of desirable merges, with no visible change in speed from any of the merging vehicles, increased by 10%. The number of undesirable merges, with excessive visible change in speed, decreased by 4%.
KW - Before and after studies
KW - Field tests
KW - Lane drops
KW - Manual on Uniform Traffic Control Devices
KW - Merging traffic
KW - Signalized intersections
KW - Speed
KW - Traffic flow
KW - Traffic safety
KW - Warning signs
UR - http://docs.trb.org/01011177.pdf
UR - https://trid.trb.org/view/767782
ER -
TY - RPRT
AN - 01011113
AU - McLean, David I
AU - Shattarat, Nasim K
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Seismic Behavior and Retrofit of Bridge Knee Joint Systems
PY - 2005/07//Research Report
SP - 82p
AB - Experimental tests were conducted on seven 1/3-scale specimens to define the vulnerabilities of existing outrigger bents under in-plane and out-of-plane seismic loading and to develop appropriate retrofit measures that address the identified vulnerabilities. The specimens represented bents with short and long outrigger beams in the SR-99 Spokane Street Overcrossing in western Washington State. The as-built specimens failed at low ductility levels due to shear distress, low torsional strength of the beam, and reinforcement bond failures within the joint. Circular and D-shaped steel jackets were used to retrofit the regular and split as-built specimens, respectively. The retrofitted specimens developed plastic hinging in the column, with enhanced strength, energy and ductility capacities. Threshold principal tension stress values describing the expected condition of the joints were established and compared to values obtained by other researchers. Design and detailing guidelines for retrofitting outrigger bents were proposed. The guidelines include equations for the jacket thickness required to form a stable force transfer mechanism between the beam and the column reinforcement as well as to prevent joint failure.
KW - Beams
KW - Bents
KW - Bond strength (Materials)
KW - Bridges
KW - Ductility
KW - Earthquake resistant design
KW - Equations
KW - Guidelines
KW - Jacketing (Strengthening)
KW - Joints (Engineering)
KW - Load transfer
KW - Retrofitting
KW - Shear stress
KW - Spokane (Washington)
KW - Steel
KW - Tension
KW - Thickness
KW - Torsional strength
UR - http://www.wsdot.wa.gov/research/reports/fullreports/601.1.pdf
UR - https://trid.trb.org/view/767324
ER -
TY - RPRT
AN - 01011111
AU - Carlson, Daniel L
AU - Hill, Zack
AU - Simmons, Jill
AU - Atchison, Alex
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - WSDOT's Role in Transportation Demand Management: Strategic Interest, Structure, and Responsibilities
PY - 2005/07//Final Research Report
SP - 51p
AB - The Washington State Department of Transportation (WSDOT) has posed several questions about its role in transportation demand management (TDM), including how it defines TDM, what its strategic interest in TDM is, how TDM relates to its transportation goals, what responsibilities it should assume, and how it ought to structure itself to implement TDM. WSDOT hired a research team at the University of Washington Evans School of Public Affairs to answer these questions, describing the current TDM environment, interviewing key stakeholders, and recommending approaches in each area. The research team found that TDM measures can enable the movement of more people and goods over existing and future state roads at far less capital, political, and environmental cost than construction of new highways. Among its recommendations are that WSDOT should do the following: (1) Call out TDM as an explicit framework for managing and increasing the person throughput of the existing state transportation system. (2) Take the lead in developing a TDM "brand," which will serve as a universal identifier for TDM campaigns at the local, regional, and state levels. (3) Set targets for the number of people--not vehicles--moving through key corridors during peak periods and targets for the number of people choosing to not drive alone in key corridors during peak periods. (4) Develop TDM Priority Areas where state transportation investments are linked to local transit-efficient land uses.
KW - Investments
KW - Land use
KW - Leadership
KW - Peak periods
KW - Public transit
KW - Strategic planning
KW - Throughput
KW - Travel demand management
KW - Washington (State)
KW - Washington State Department of Transportation
UR - http://www.wsdot.wa.gov/research/reports/fullreports/616.1.pdf
UR - https://trid.trb.org/view/767345
ER -
TY - RPRT
AN - 01011110
AU - Senn, Larry
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Summary Report: Washington State Road Weather Information Systems
PY - 2005/07//Final Report
SP - 27p
AB - The Washington State Department of Transportation (WSDOT) has deployed advanced weather systems and products to support maintenance operations and to provide public information. The expanded system has tremendously improved the availability and quality of weather information for WSDOT crews and the traveling public. Use of current and forecast weather information has increased from nearly non-existent to an actively used, Department-wide resource. This summary report overviews the various efforts, products, and reports generated since the beginning of the road weather project.
KW - Driver information systems
KW - Road weather information systems
KW - Washington (State)
KW - Weather forecasting
KW - Winter maintenance
UR - http://www.wsdot.wa.gov/research/reports/fullreports/624.1.pdf
UR - https://trid.trb.org/view/767435
ER -
TY - RPRT
AN - 01011106
AU - Kopf, Jaime M
AU - Nee, Jennifer
AU - Ishimaru, John M
AU - Hallenbeck, Mark E
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Measurement of Recurring and Non-Recurring Congestion: Phase 2
PY - 2005/07//Final Research Report
SP - 64p
AB - In 2003, the Washington State Department of Transportation (WSDOT) initiated a research effort to develop and test a methodology for estimating congestion delay on Seattle area freeways. The initial phase of the research developed a preliminary methodology for both measuring congestion and assigning that congestion to specific lane blocking incidents. In Phase 2 of this study, that methodology was automated and extended to include an examination of the effects of incidents occurring on the shoulders of the freeway, spillback from incident-caused congestion on one freeway that affects a second freeway that feeds traffic onto the initially congested facility, special events, and weather. Because funding for this effort was extremely limited, only three corridors (with both directions analyzed independently) and two months of data were analyzed. The project found that the Phase 1 methodology works well in assigning traffic congestion that occurs in the immediate time frame and geographic location of incidents to those incidents. It also showed that this process can be automated, making the data preparation effort now the primary determinant of the cost of additional work of this kind. Unfortunately, even with the addition of shoulder incidents, special events, and weather to lane blocking events, the automated process is unable to assign a significant proportion of the non-recurring delay occurring on Seattle freeways. The detailed analysis of freeway performance showed that much of the delay caused by specific incidents occurs in places or at times removed from the incident itself. The result is that much of the observed non-recurring delay can not be assigned to specific causes by the current analytical process. New analytical procedures will need to be developed in Phase 3 of this work. The Phase 2 analysis also confirmed that the congestion effects of specific incidents and other traffic disruptions are highly dependent on the background traffic conditions at the time of the disruption. While the Phase 2 analysis did not produce all of the results desired, the additional analyses showed that the summary statistics output from the Phase 2 software are useful as input to other analytical procedures.
KW - Freeways
KW - Nonrecurring
KW - Performance
KW - Recurring
KW - Seattle (Washington)
KW - Special events
KW - Traffic congestion
KW - Traffic delays
KW - Traffic incidents
KW - Weather
UR - http://www.wsdot.wa.gov/research/reports/fullreports/619.1.pdf
UR - https://trid.trb.org/view/767347
ER -
TY - RPRT
AN - 01011101
AU - McCormack, Edward
AU - Hallenbeck, Mark E
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Options for Benchmarking Performance Improvements Achieved from Construction of Freight Mobility Projects
PY - 2005/07//Final Research Report
SP - 111p
AB - This report documents the development of data collection methodologies that can be used to cost effectively measure truck movements along specific roadway corridors selected by transportation agencies in Washington State. The intent of this study was to design and test methodologies that could be used to measure the performance of freight mobility roadway improvement projects against benchmarks, or selected standards, that would be used both as part of the project selection process and to report on speed and volume improvements that resulted from completed freight mobility projects. One technology tested was Commercial Vehicle Information System and Networks (CVISN) electronic truck transponders, which are mounted on the windshields of approximately 20,000 trucks in Washington. By using software to link the transponder reads from sites anywhere in the state, the transponder-equipped trucks could become a travel-time probe fleet. The second technology tested involved global positioning systems (GPS) placed in volunteer trucks to collect specific truck movement data at 5-second intervals. With GPS data it was possible to understand when and where the monitored trucks experienced congestion and to generate useful performance statistics. The study found that both data collection technologies could be useful; however, the key to both technologies is whether enough instrumented vehicles pass over the roadways for which data are required. The basic condition affects whether the technologies will be effective at collecting the data required for any given benchmark project. The report also recommends the traffic data that should be collected for a benchmark program and the potential costs of using either data collection technology.
KW - Costs
KW - CVISN (Program)
KW - Data collection
KW - Freight transportation
KW - Global Positioning System
KW - Highways
KW - Improvements
KW - Methodology
KW - Probe vehicles
KW - Traffic congestion
KW - Traffic data
KW - Transponders
KW - Trucks
UR - http://www.wsdot.wa.gov/research/reports/fullreports/607.1.pdf
UR - https://trid.trb.org/view/767325
ER -
TY - RPRT
AN - 01007184
AU - Council, Forrest
AU - Zaloshnja, Eduard
AU - Miller, Ted
AU - Persaud, Bhagwant N
AU - Federal Highway Administration
TI - Crash Cost Estimates by Maximum Police-Reported Injury Severity Within Selected Crash Geometries
PY - 2005/07
SP - 75p
AB - This paper presents estimates for the economic (human capital) and comprehensive costs per crash for six KABCO groupings within 22 selected crash types and within two speed limit categories [<=72 km/h (<=45 mph) and >=80 km/h (>=50 mph)]. The comprehensive costs include nonmonetary losses. To produce these cost estimates, previously developed costs per victim keyed on the Abbreviated Injury Scale (AIS) were merged into U.S. traffic crash data files that scored injuries in both AIS and KABCO scales to produce per crash estimates. The detailed estimates of this study make it possible to include crash severity comparisons in the analysis of different types of crashes by attaching costs to them, and to do so in 2001 dollars. [The KABCO severity scale (National Safety Council, 1990) is used by the investigating police officer on the scene to classify injury severity for occupants with five categories: K, killed; A, disabling injury; B, evident injury; C, possible injury; O, no apparent injury. These definitions may vary slightly for different police agencies.]
KW - Abbreviated Injury Scale
KW - Cost estimating
KW - Crash severity
KW - Crash types
KW - Injury severity
KW - Speed limits
KW - Traffic crashes
UR - http://www.fhwa.dot.gov/publications/research/safety/05051/
UR - http://www.fhwa.dot.gov/publications/research/safety/05051/05051.pdf
UR - http://ntl.bts.gov/lib/42000/42200/42243/FHWA-HRT-05-051.pdf
UR - https://trid.trb.org/view/763634
ER -
TY - JOUR
AN - 01010541
JO - Public Roads
PB - Federal Highway Administration
AU - Ferragut, Theodore R
AU - Harrington, Dale
AU - Brink, Marcia
TI - Achieving Concrete's Full Potential
PY - 2005/07
VL - 69
IS - 1
SP - pp 66-72
AB - The Federal Highway Administration, Iowa State University and other partners have collaborated to create the Long-Term Plan for Concrete Pavement Research and Technology. Dubbed the CP Road Map, the plan represents a comprehensive and strategic approach to concrete pavement research that will guide investment over the next several years and spawn a new generation of concrete pavements. This article describes the development and goals of the CP Road Map. Twelve product-focused research tracks were identified that form the long-term research plan. A management plan also was developed that outlines a progressive, cooperative approach to managing and conducting research in these tracks.
KW - Concrete
KW - Concrete pavements
KW - Cooperation
KW - Iowa State University
KW - Long range planning
KW - Pavement design
KW - Product development
KW - Research management
KW - U.S. Federal Highway Administration
UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/10.cfm
UR - https://trid.trb.org/view/763658
ER -
TY - JOUR
AN - 01010538
JO - Public Roads
PB - Federal Highway Administration
AU - Jaramilla, Becky
AU - Huo, Sharon
TI - Looking to Load and Resistance Factor Rating
PY - 2005/07
VL - 69
IS - 1
SP - pp 58-65
AB - This article provides an overview of the load and resistance factor rating (LRFR) method and the load and resistance factor design (LRFD) method for highway bridges. As states adopt LRFD for bridge design, they are recognizing the need for a methodology such as LRFR for rating the load carrying capacity of existing bridges. Although bridge design and load rating are similar in overall approach, they differ in one crucial aspect: engineers contend with greater uncertainty in the amount of loading the structure will experience over its service life in bridge design, while they face uncertainty in the amount of structural resistance with load rating for an in-service structure. Although several states have either fully or partially adopted LRFD as their primary design method for bridges, few have adopted LRFR as their primary method for load rating. Since the methodology of LRFR is synonymous with LRFD, advancing the implementation of the latter will help with the eventual adoption of the former.
KW - Bridge design
KW - Bridge engineering
KW - Highway bridges
KW - In-service evaluation
KW - Load and resistance factor design
KW - Load factor
KW - Methodology
KW - Resistance (Mechanics)
UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/09.cfm
UR - https://trid.trb.org/view/763657
ER -
TY - JOUR
AN - 01010497
JO - Public Roads
PB - Federal Highway Administration
AU - Grove, Jim
AU - Anderson-Wilk, Mark
AU - Brink, Marcia L
TI - Multistate Endeavor to Address Premature Pavement Distress
PY - 2005/07
VL - 69
IS - 1
SP - pp 52-57
AB - As part of a study called Material and Construction Optimization for Prevention of Premature Pavement Distress in PCC Pavements (MCO Project), researchers are evaluating conventional and new technologies to help state departments of transportation prevent premature distress in concrete pavements. This article provides an overview of the MCO Project. The 5-year pooled fund study was launched in 2003 by the Federal Highway Administration, Iowa State University and other partners. The study consists of three phases. In Phase I, now complete, researchers collected data, developed testing procedures and implemented pilot projects. In Phase 2, currently underway, researchers are further developing the test procedures and conducting field demonstration projects. Phase 2 is expected to being in 2006, when researchers will focus on technology transfer and helping states implement successful testing programs. A mobile concrete lab has been an important component in the MCO project for facilitating field testing.
KW - Concrete tests
KW - Demonstration projects
KW - Field tests
KW - Iowa State University
KW - Laboratories
KW - Pavement distress
KW - Pilot studies
KW - Pooled funds
KW - Prestressed concrete pavements
KW - Research projects
KW - Technological innovations
KW - Technology transfer
KW - Test procedures
KW - U.S. Federal Highway Administration
UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/08.cfm
UR - https://trid.trb.org/view/763654
ER -
TY - JOUR
AN - 01010530
JO - Public Roads
PB - Federal Highway Administration
AU - Palacios, Antonio
TI - Trans-Texas Corridor
PY - 2005/07
VL - 69
IS - 1
SP - pp 44-51
AB - This article describes the proposed Trans-Texas Corridor, a 4,000-mile long, multiuse transportation system. The proposed system will be a network of transportation corridors incorporating separate lanes for passenger vehicles and trucks, rail lines for high-speed passenger and freight rail, and a dedicated utility zone. Components in the system may incorporate existing and new highways, railways and utility rights-of-way. The Trans-Texas Corridor will extend from Mexico to the Oklahoma border and will take 50 years to be developed. The goal is to improve the existing transportation network in Texas and relieve traffic congestion for the state's busy metropolitan areas. Much of the corridor will be financed through public-private partnerships. The project is being developed using a tiered environmental impact statement process, which streamlines documentation for extraordinarily large projects.
KW - Case studies
KW - Environmental impact statements
KW - Financing
KW - Freight transportation
KW - High speed rail
KW - Highway transportation
KW - Networks
KW - Passenger transportation
KW - Public private partnerships
KW - Railroad transportation
KW - Right of way (Land)
KW - Texas
KW - Trans Texas Corridor
KW - Transportation corridors
KW - Transportation planning
UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/07.cfm
UR - https://trid.trb.org/view/763651
ER -
TY - JOUR
AN - 01010498
JO - Public Roads
PB - Federal Highway Administration
AU - Rao, Shreenath
TI - Where the Dowel Bars Are
PY - 2005/07
VL - 69
IS - 1
SP - pp 38-43
AB - Although misaligned or misplaced dowel bars can adversely affect the performance of concrete pavements, engineers have had few practical options for verifying the position and orientation of dowel bars. This article describes a new state-of-the-art, nondestructive testing device known as MIT Scan-2 that offers a faster, easier and more accurate means for measuring the three-dimensional position of dowel bars embedded in concrete. The MIT Scan-2 system consists of a sensor unit, an onboard computer that controls the testing process and records data, and a special plastic rail system that guides the unit along the joint to be scanned. During testing, the device emits a weak, pulsating magnetic signal and detects a transient magnetic response signal induced in the metal dowel bars. Employing the methods of tomography, the user is able to determine the position of a bar by taking a cross section mathematically to obtain useful information such as the bar's orientation in the vertical and horizontal planes. Field tests using the MIT Scan-2 system have shown that many in-service pavements may contain at least a few bars that do not satisfy the current specification requirements, even on well-performing pavements with no signs of distress. The MIT Scan-2 system was also used successfully to study the relative effectiveness of using dowel baskets versus dowel bar inserter systems during construction.
KW - Dowels (Fasteners)
KW - Field tests
KW - MIT Scan-2 system
KW - Nondestructive tests
KW - Pavement joints
KW - Pavement performance
KW - Paving
KW - Positioning
KW - Quality assurance
KW - Reinforced concrete pavements
KW - Reinforcing bars
KW - Sensors
KW - Testing equipment
KW - Tomography
UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/06.cfm
UR - https://trid.trb.org/view/763638
ER -
TY - JOUR
AN - 01010481
JO - Public Roads
PB - Federal Highway Administration
AU - Baxter, John
AU - Halladay, Michael L
AU - Alicandri, Elizabeth
TI - Safety Scans: A Successful Two-Way Street
PY - 2005/07
VL - 69
IS - 1
SP - pp 31-37
AB - The United States often benefits from technology and information exchanges with experts from around the world. This article discusses some of these collaborative efforts and the lessons learned from them that can be applied to transportation safety in the United States. One method for information exchange is the International Technology Scanning Program, funded by the Federal Highway Administration and the American Association of State Highway and Transportation Officials. Scan tours visit best-in-class countries to explore and evaluate innovative technologies and practices that could significantly benefit U.S. highway transportation systems. Another avenue for learning from the best-in-class is through the involvement of U.S. transportation professionals in the road safety technical committee of the World Road Association. Five lessons learned from the scans and World Road Association activities are highlighted in the paper. First, a top-down commitment by a country's leaders is essential to making a difference in reducing fatalities. The second lesson from the international community is the value of a "safety systems" approach, which involves identifying causal factors of crashes so that specific strategies can be implemented in response. The third lesson is the importance of a collaborative process that reaches out to all agencies. Fourth, highway safety strategies should be based on a business approach, which supports strategies that are data-driven and results-oriented. Finally, there are many new and innovative concepts, such as a systematic road assessment program and a self-organizing roadway, that offer opportunities for broader application in the United States. For each of these lessons, examples are given to show how they are being applied in the United Sates and internationally.
KW - American Association of State Highway and Transportation Officials
KW - Best practices
KW - Case studies
KW - Committees
KW - Cooperation
KW - Highway safety
KW - International relations
KW - International Technology Scanning Program
KW - Lessons learned
KW - Study tours
KW - Technology transfer
KW - Transportation safety
KW - U.S. Federal Highway Administration
KW - United States
KW - World Road Association
UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/05.cfm
UR - https://trid.trb.org/view/763621
ER -
TY - JOUR
AN - 01010537
JO - Public Roads
PB - Federal Highway Administration
AU - Berman, Daniel
TI - Motivating Teens to Buckle Up
PY - 2005/07
VL - 69
IS - 1
SP - pp 26-30
AB - This article describes a survey that was conducted to develop baseline information about seatbelt use among teens in Rhode Island. The Rhode Island Department of Transportation and the Federal Highway Administration collaborated to conduct the survey among high school and college students in Rhode Island. More than 15,000 paper surveys and 3,000 electronic surveys were completed and returned. To verify the results, researchers conducted observational studies in parking lots at 13 high schools and the University of Rhode Island. The findings indicated that 69.5% of Rhode Island high school students wear seatbelts, factoring in full- and part-time users. When asked if they are more likely, less likely or just as likely to wear a seatbelt when riding with friends compared to driving alone, 67.6% reported that they are just as likely to buckle up. Only 11.9% said that they would be less likely. The number one reason given for seatbelt nonuse was traveling a short distance. Knowing someone in a crash and fear of getting a ticket were the top motivators for increasing seatbelt use. Although 90% of college students reported wearing seat belts, the actual average observational usage rate was only 70.5%. The results from this survey can be used to design and test initiatives to promote seatbelt use among teens. Two pilot programs aimed at high school students are described.
KW - College students
KW - Empirical methods
KW - High school students
KW - Rhode Island
KW - Seat belts
KW - Surveys
KW - Teenage drivers
KW - Traffic safety education
UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/04.cfm
UR - https://trid.trb.org/view/763620
ER -
TY - JOUR
AN - 01010483
JO - Public Roads
PB - Federal Highway Administration
AU - Taylor, Harry W
TI - Preventing Roadway Departures
PY - 2005/07
VL - 69
IS - 1
SP - pp 18-25
AB - Almost 60% of the highway accident fatalities in the U.S. in 2003 occurred in accidents where vehicles left their lanes or ran off the road and crashed. To keep the driver on the road or to minimize the consequences of leaving the road, the vehicle and roadside must be designed to work together to protect vehicle occupants and pedestrians from harm. This article discusses some of the strategies and countermeasures that show demonstrated benefits or great promise in reducing roadway departures. The countermeasures include: signage and markings; rumble strips and stripes; median cable barriers; pavement safety edges; road widening; and raised median islands. Examples are given to describe how state departments of transportation are implementing or exploring each countermeasure.
KW - Case studies
KW - Countermeasures
KW - Highway design
KW - Highway safety
KW - Median barriers
KW - Pavement edge
KW - Pavement widening
KW - Ran off road crashes
KW - Road markings
KW - Rumble strips
KW - State departments of transportation
KW - Traffic islands
KW - Traffic signs
UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/03.cfm
UR - https://trid.trb.org/view/763607
ER -
TY - JOUR
AN - 01010531
JO - Public Roads
PB - Federal Highway Administration
AU - Do, Ann H
AU - Hummer, Joseph E
AU - Toole, Jennifer L
AU - Rouphail, Nagui M
TI - Making Trails
PY - 2005/07
VL - 69
IS - 1
SP - pp 12-17
AB - Shared-use paths, defined as paved offstreet facilities for nonmotorized traffic, attract a large variety of users with purposes ranging from commuting to recreation. This article describes an effort to develop guidelines and a simple tool to help trail managers and planners optimize their designs for shared-use paths. The research involved four primary efforts. The first task was to develop theoretical equations with which to estimate users' passing and meeting events on shared-use paths. Next, the research team collected field data on path operations to calibrate and validate the equations for conditions in the United States. The third task involved collecting data on the perceptions of path users and developing a model relating those perceptions to operational and geometric variables. Finally, the researchers developed a computer-based tool to estimate the level of service on new or existing shared-use paths. The model is applicable to a variety of problems related to trail planning and design, including overcrowding and accommodating diverse user groups. It is especially useful for tasks where trail managers need quantitative measures to augment qualitative criteria to strengthen the basis for decision making about trail design.
KW - Data collection
KW - Decision making
KW - Equations
KW - Field studies
KW - Guidelines
KW - Level of service
KW - Mathematical models
KW - Meetings and passings on trails
KW - Optimization
KW - Planning and design
KW - Public opinion
KW - Shared use paths
KW - Trails
UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/02.cfm
UR - https://trid.trb.org/view/763393
ER -
TY - JOUR
AN - 01010515
JO - Public Roads
PB - Federal Highway Administration
AU - Dornan, Daniel L
AU - March, James W
TI - Direct User Charges
PY - 2005/07
VL - 69
IS - 1
SP - pp 2-11
AB - Transportation agencies are considering alternative sources of highway revenue to help build new and maintain existing highways. This article describes one alternative, direct user charges (DUCs). These are fees that are charged directly to users of specific highway facilities that pay for the development, operations and preservation of highway facilities. The article specifically addresses the purpose of DUCs, use and regulation of DUC revenues, authority for program functions, private- and public-sector roles and responsibilities, mixing traditional tax and DUC revenues, user equity, public acceptance, and cultural differences within agencies. The introduction of DUCs creates both opportunities and challenges for state departments of transportation (DOTs). Two of the issues involve the state's view of the purpose of tolling highways and of how DUC funds should be used. Another issue involves the major difference in the way that tolling entities operate compared with state DOTs in terms of mission, goals, business practices, culture, organization and financial constraints. The applicability and transferability of toll authority conventions to state and local transportation agencies also needs to be considered. State DOTs considering DUCs can draw on lessons learned from transportation organizations that are already using alternative funding approaches.
KW - Business practices
KW - Equity (Justice)
KW - Financing
KW - Intra-agency relations
KW - Management and organization
KW - Public opinion
KW - Public private partnerships
KW - Regulation
KW - Resource allocation
KW - Revenues
KW - State departments of transportation
KW - Toll collection
KW - Tolls
KW - User charges
UR - http://www.fhwa.dot.gov/publications/publicroads/05jul/01.cfm
UR - https://trid.trb.org/view/763346
ER -
TY - RPRT
AN - 01006609
AU - Ullman, Gerald L
AU - Ullman, Brooke R
AU - Dudek, Conrad L
AU - Williams, Alicia
AU - Pesti, Geza
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Advanced Notification Messages and Use of Sequential Portable Changeable Message Signs in Work Zones
PY - 2005/07
SP - 86
AB - In this report, researchers document the results of a laptop-based human factors study of alternative formats of presenting advance notice work zone information on portable changeable message signs (PCMSs) and a Texas Transportation Institute (TTI) driving simulator study of the ability of motorists to capture and process information on two PCMSs used in sequence to convey information about upcoming traffic situations. Based on the studies, researchers recommend that messages that require the display of calendar dates for future roadwork and other traffic control activities should utilize a message format consisting of the three-character abbreviation of the month (e.g., APR for April) in conjunction with the date. When future work activities span several days all in the same month, the month needs be noted only once in the message (i.e., APR 21-23) rather than repeating the month (i.e., APR 21-APR 23). The TTI driver simulator study results indicate the need to keep overall messages at or below the four-unit maximum recommended in existing guidelines. Researchers found that presenting five units of information on sequential PCMSs resulted in low comprehension rates, below what would be acceptable for highway applications. However, by keeping the message length to four units, it does appear that the use of sequential PCMSs will result in comprehension rates comparable to those obtained by presenting the same information at a single location on a large dynamic message sign, and is recommended as an acceptable formatting approach for the Texas Department of Transportation. Comprehension may be enhanced by repeating one of the units of information on both PCMSs.
KW - Comprehension
KW - Driver information systems
KW - Driving simulators
KW - Formatting
KW - Laptop computers
KW - Messages (Communications)
KW - Variable message signs
KW - Work zone traffic control
UR - http://tti.tamu.edu/documents/0-4748-1.pdf
UR - https://trid.trb.org/view/761993
ER -
TY - RPRT
AN - 01006017
AU - Federal Highway Administration
AU - Iowa Department of Transportation
AU - Nebraska Department of Roads
TI - Council Bluffs Interstate System Improvement Project, Pottawattamie County, Iowa, and Douglas County, Nebraska. Tier 1, Final Environmental Impact Statement
PY - 2005/07
SP - v.p.
AB - The Iowa Department of Transportation, Nebraska Department of Roads, and the Federal Highway Administration are proposing improvements to the interstate system in the Omaha/Council Bluffs metropolitan area, extending across the Missouri River on Interstate 80 to east of the Interstate 480 interchange in Omaha, Nebraska. This is the final environmental impact statement for the Council Bluffs Interstate System Improvement Project, Tier 1.
KW - Council Bluffs (Iowa)
KW - Douglas County (Nebraska)
KW - Environmental impact statements
KW - Environmental impacts
KW - Improvements
KW - Interchanges
KW - Interstate highways
KW - Metropolitan areas
KW - Missouri River
KW - Omaha (Nebraska)
KW - Pottawattamie County (Iowa)
UR - https://trid.trb.org/view/761628
ER -
TY - RPRT
AN - 01005993
AU - Gesford, Alan L
AU - Anderson, John A
AU - Pennsylvania State University, Harrisburg
AU - Indiana University of Pennsylvania, Indiana
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - Winter Maintenance Technical Peer Exchange: A Final Report
PY - 2005/07//Final Report
SP - 67p
AB - The Commonwealth of Pennsylvania, working closely with FHWA, took the lead in hosting the first Winter Maintenance Technical Peer Exchange. Pennsylvania, with one of the largest winter maintenance organizations involving state and local governments, has identified winter operations as a key to an effective, efficient and safe transportation system, enhancing the mobility and economic stability of the Commonwealth and the nation. The purpose of this multi-partner exchange was to improve the dissemination and use of winter technology for state and local governments and to help guide key transportation committees, organizations and associations addressing winter maintenance issues that effect transportation mobility, productivity, safety and the environment - four items directly related to FHWA's National Strategic Goals. The Winter Maintenance Technical Peer Exchange was an intense 2 1/2 day exchange with Technical Experts from across the country representing LTAP/T2 Centers, State DOTs and FHWA. The exchange was geared toward improving winter maintenance training, technical assistance, and knowledge resources; the identification of technology development needs; and the improvement of critical methodologies and networks (e.g., T2/LTAP). This technical exchange explored winter maintenance technology addressing operations, materials, equipment, planning, and communications with respect to safety, the environment, and traffic mobility. The Exchange took place in Harrisburg, Pennsylvania from March 21 to March 23, 2005.
KW - Communications
KW - Development
KW - Environment
KW - Equipment
KW - Highway safety
KW - Highway traffic
KW - Knowledge
KW - Local government
KW - Local Technical Assistance Program
KW - Materials
KW - Methodology
KW - Mobility
KW - Needs assessment
KW - Operations
KW - Partnerships
KW - Peer exchange
KW - Pennsylvania
KW - Planning
KW - Productivity
KW - State government
KW - Technical assistance
KW - Technical expertise
KW - Technology
KW - Technology transfer
KW - Training
KW - Winter maintenance
UR - https://trid.trb.org/view/760832
ER -
TY - RPRT
AN - 01005986
AU - Hughes, John J
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
AU - Pennsylvania Department of Transportation
TI - Evaluation of Geocell Stabilized Slope
PY - 2005/07//Final Report
SP - 31p
AB - This research project evaluated the constructability and design performance of a small geocell stabilized slope or wall. The wall was back battered at a 1:1 slope and is 1.83 meters high (6.0 feet) at its highest point, 0.762 meters (2.5 feet) at its lowest point, and approximately 70 meters long (229 feet 8 inches). This research site is located in Engineering District 9-0 along Route 30 in Snake Springs Township, Bedford County. The construction of this geocell stabilized slope or wall system was very time consuming and labor intensive. This small geocell stabilized slope structure was very design intensive based on the fact that three different design sections were necessary to meet field conditions. The design was also inadequate based on the amount of settlement that was observed at the back base of the geocell stabilized slope. This research project was not instrumented; however, movement was observed at the site.
KW - Construction
KW - Design
KW - Evaluation
KW - Geocells
KW - Geosynthetics
KW - Performance
KW - Research
KW - Retaining walls
KW - Slopes
KW - Soil stabilization
KW - Walls
UR - https://trid.trb.org/view/761582
ER -
TY - RPRT
AN - 01003879
AU - Boyle, Michael
AU - Valley Forge Laboratories, Incorporated
AU - Advanced Asphalt Technologies, LLC
AU - Federal Highway Administration
AU - Pennsylvania Department of Transportation
TI - Materials-Related Forensic Analysis and Specialized Testing: Laboratory Evaluation of Hot-Mix Asphalt (HMA) Mixtures Containing Recycled or Waste Product Materials Using Performance Testing
PY - 2005/07//Final Report
SP - 87p
AB - The purpose of Work Order No. 98-32-19 is to assist the Pennsylvania Department of Transportation (PENNDOT) in evaluating the expected performance of hot-mix asphalt (HMA), which includes recycled or waste products. This considers the use of Superpave performance related tests developed during the Strategic Highway Research Program, and other more recently developed performance tests that have been recommended for use with the Pavement Design Guide developed in National Cooperative Highway Research Program (NCHRP) Project 1-37A, the NCHRP Project 9-19 Simple Performance tests, and a unique fatigue analysis developed in NCHRP Projects 9-25 and 9-31. Specific tests to evaluate the following critical properties are recommended: Modulus for Structural Design; Rutting; Fatigue Cracking; Thermal Cracking; Moisture Sensitivity; Aging. These products have typically involved crumb rubber from scrap tires, post-consumer glass aggregate, post-consumer plastic aggregate, post consumer roofing shingles, post consumer brake linings, manufacturer by-product waste from roofing shingles, fly ash (coal), and other items.
KW - Aggregates
KW - Aging (Materials)
KW - Asphalt mixtures
KW - Asphalt pavements
KW - Brake linings
KW - Coal
KW - Cracking
KW - Crumb rubber
KW - Fatigue tests
KW - Fly ash
KW - Glass
KW - Hot mix asphalt
KW - Laboratory tests
KW - Manufacturing
KW - Materials
KW - Modulus for structural design
KW - Moisture sensitivity
KW - National Cooperative Highway Research Program
KW - Pavement performance
KW - Performance tests
KW - Plastics
KW - Products
KW - Recycled materials
KW - Roofs
KW - Rutting
KW - Scrap
KW - Shingles
KW - Strategic Highway Research Program
KW - Superpave
KW - Thermal degradation
KW - Tires
KW - Waste products
UR - https://trid.trb.org/view/760276
ER -
TY - RPRT
AN - 01003792
AU - Goodrum, Paul M
AU - Wang, Yinggang
AU - Fenouil, Philippe C
AU - Jones, Chris N
AU - Hancher, Donn E
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Innovative Rapid Construction/Reconstruction Methods
PY - 2005/07//Final Report
SP - 325p
AB - Innovative construction and reconstruction methods provide the opportunity to significantly reduce the time of roadway projects while maintaining the necessary quality of workmanship. The need for these "rapid" methods stems from the increase in traffic on Kentucky roadways coupled with the rise in conventional road and bridge construction methods. Conventional construction methods cannot maintain the demand for progress necessitated by the future needs of the Kentucky Transportation Cabinet, especially the current philosophy of "Get In, Get Out, and Stay Out." This research documents a series of case studies that examined past projects which used innovative rapid construction methods. This document also includes a decision making model based on road user costs and various project parameters which can broaden the Cabinet's awareness of the project options available for each venture.
KW - Case studies
KW - Decision making
KW - Innovation
KW - Kentucky
KW - Lessons learned
KW - Rapid road construction
KW - Reconstruction
KW - Road construction
KW - Road user costs
UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_14_SPR_283_04_1F.pdf
UR - https://trid.trb.org/view/760112
ER -
TY - RPRT
AN - 01003472
AU - Remondi, Benjamin
AU - XYZs of GPS, Incorporated
AU - Federal Highway Administration
TI - High Accuracy-Nationwide Differential Global Positioning System Test and Analysis Phase II Report
PY - 2005/07//Final Report
SP - 47p
AB - The High Accuracy-Nationwide Differential Global Positioning System (HA-NDGPS) program focused on the development of compression and broadcast techniques to provide users over a large area with very accurate radio navigation solutions. The goal was to achieve 0 cm in real time over 322 km baselines. The focus of the Phase II effort was on several aspects of HA-NDGPS to refine the navigation solution and demonstrate its usefulness. To that end this report provides a description and analysis of these tasks as well as conclusions reached. The tasks include: provide a basic examination of the utility of using data from two reference stations; develop and implement a prebroadcast integrity algorithm; develop interface software for various brands of GPS receivers; rewrite the modular software; evaluate lower baud rate messages more than once every epoch; demonstrate driver analysis based on the HA-NDGPS navigation solution; and examine multipath noise levels at the Hagerstown, MD facility. The approaches and results provided in this report offer significant insight into the success of the overall HA-NDGPS program and its approach to meeting the needs of many users.
KW - Algorithms
KW - Global Positioning System
KW - High accuracy
KW - Motor vehicle navigational aids
KW - Multipath transmission
KW - Noise (Communications)
KW - Software
UR - http://www.fhwa.dot.gov/publications/research/operations/its/05034/index.cfm
UR - https://trid.trb.org/view/759806
ER -
TY - RPRT
AN - 01003463
AU - National Transportation Operations Coalition
AU - Federal Highway Administration
TI - National Transportation Operations Coalition (NTOC) Performance Measurement Initiative
PY - 2005/07//Final Report
SP - 81p
AB - The National Transportation Operations Coalition (NTOC) Action Team on Performance Measurement conducted an initiative to begin to define and document a few good measures for transportation operations agencies to use in measuring and documenting performance. The initiative was guided by an oversight team consisting of senior transportation professionals from North America. The oversight team helped to identify and define candidate performance measures. Using the results of a literature search, survey, and further deliberations by the oversight committee and NTOC team, a short list of selected measures has been prepared and defined as the basis for a national set of performance measures that can be used for internal management, external communications, and comparative measurement. These performance measures include the following: customer satisfaction, extent of traffic congestion, incident duration, non-recurring traffic delay, recurring traffic delay, vehicle speed, throughput (both person and vehicle), and travel time.
KW - Communications
KW - Customer satisfaction
KW - Highway traffic
KW - Literature reviews
KW - Management
KW - Nonrecurring
KW - Operations
KW - Oversight
KW - Performance measurement
KW - Recurring
KW - Speed
KW - Surveys
KW - Teams
KW - Time duration
KW - Traffic congestion
KW - Traffic delays
KW - Traffic flow
KW - Traffic incidents
KW - Travel time
UR - http://www.ite.org/M&O/ntoc_final_report.pdf
UR - https://trid.trb.org/view/759799
ER -
TY - RPRT
AN - 01002814
AU - Washington, Simon P
AU - Persaud, Bhagwant N
AU - Lyon, Craig
AU - Oh, Jutaek
AU - University of Arizona, Tucson
AU - Ryerson University
AU - Federal Highway Administration
TI - Validation of Accident Models for Intersections
PY - 2005/07//Research Report
SP - 311p
AB - This report describes the results of validation and calibration of motor vehicle crash models for rural intersections. Both the validation and recalibration activities were conducted in pursuit of one overriding research objective, which was to make marginal improvements to an existing set of statistical models for predicting crashes at two- and four-lane intersections, with the primary intent to be used in the Interactive Highway Safety Design Module (IHSDM). The five types of intersection models for which conclusions are drawn and recommendations are made are: Three-legged stop controlled intersections of two-lane roads; four-legged stop controlled intersections of two-lane roads; three-legged stop controlled intersections with two lanes on minor and four lanes on major road; four-legged stop controlled intersections with two lanes on minor and four lanes on major road; and signalized intersections of two-lane roads.
KW - Calibration
KW - Crash models
KW - Four leg intersections
KW - IHSDM (Computer program)
KW - Rural areas
KW - Signalized intersections
KW - Stop controlled intersections
KW - Three leg intersections
KW - Traffic crashes
KW - Validation
UR - http://www.fhwa.dot.gov/publications/research/safety/03037/index.cfm
UR - https://trid.trb.org/view/758862
ER -
TY - RPRT
AN - 01002813
AU - Barquist, Gary
AU - Lovejoy, Steven
AU - Nelson, Scott
AU - Soltesz, Steven
AU - Oregon Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Wearing Surface Materials for FRP Bridge Decks
PY - 2005/07//Final Report
SP - 34p
AB - The wearing surface on many fiber reinforced polymer (FRP) composite bridge decks have cracked or delaminated after only a short time in service. Consequently, a set of tests were conducted on four wearing surface products in order to select the material with the best performance with respect to service conditions on an FRP deck. The products were evaluated for tensile strength, failure strain, bond strength, and abrasion resistance. Results were summarized in a ranking matrix, which showed Urefast PF60 should provide the best performance of the products tested.
KW - Abrasion resistance
KW - Bond strength (Materials)
KW - Bridge decks
KW - Cracking
KW - Delamination
KW - Fiber reinforced plastics
KW - Performance tests
KW - Strain (Mechanics)
KW - Tensile strength
UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/WearingSurface.pdf
UR - https://trid.trb.org/view/758835
ER -
TY - RPRT
AN - 01002812
AU - Soltesz, Steven
AU - Oregon Department of Transportation
AU - Federal Highway Administration
TI - Washing Bridges to Reduce Chloride
PY - 2005/07//Final Report
SP - 30p
AB - Chloride ions are known to promote the corrosion of steel in reinforced concrete. This project was undertaken to investigate the efficacy of washing, to reduce existing chloride content and chloride ion uptake. The project consisted of a laboratory component over four years and a field component over two years. In the field component test sections of a coastal bridge were pressure washed on a once per year and twice per year schedule. The laboratory effort consisted of washing trials conducted on concrete blocks exposed to salt water to determine whether chloride ions can be removed from the concrete and whether the ingress of chloride ions can be reduced. Field testing was discontinued after two years because the laboratory results indicated that the washing frequencies used on the bridge were much too low to produce any change in chloride levels. After four years, the laboratory trials showed that daily washing with fresh water can appreciably reduce the ingress of chloride ions, but occasional washing is ineffective. Washing does not appear to significantly reduce existing chloride concentrations in the bulk concrete.
KW - Chloride content
KW - Chlorides
KW - Coastal areas
KW - Corrosion protection
KW - Field tests
KW - Ions
KW - Laboratory tests
KW - Pressure washing
KW - Reinforced concrete bridges
KW - Reinforcing steel
KW - Washing
UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/WashingBridges.pdf
UR - https://trid.trb.org/view/758832
ER -
TY - RPRT
AN - 01002815
AU - Johnson, Randal S
AU - Oregon State University, Corvallis
AU - Oregon Department of Transportation
AU - Federal Highway Administration
TI - Pedestrian Safety Impacts of Curb Extensions: A Case Study
PY - 2005/07//Final Report
SP - 32p
AB - This report documents a case study evaluating motorist yielding behavior at a crosswalk in Albany, Oregon. In 2003 the City of Albany installed curb extensions, continental markings and advance stop bars at several uncontrolled intersections along the U.S. Highway 20 one-way couplet. The City of Albany requested that an evaluation be conducted to determine if the pedestrian safety improvements functioned as intended. Since the installation in 2003, there had been no data collection effort on the operation of these features. The focus of this study was the intersection of 4th Avenue and Lyon Street because the nearside crosswalk had a curb extension on only one side of the street, thus allowing for an analysis of motorist behavior toward pedestrians crossing from either the side with the curb extension or the side without. Specifically, this study examined the average number of vehicles that passed between the time a pedestrian arrived at the crosswalk to the time they were able to cross, the percent of vehicles that yielded at the advance stop bar, and the percent of pedestrian crossings in which a vehicle yielded.
KW - Advance stop lines
KW - Albany (Oregon)
KW - Behavior
KW - Bulbouts
KW - Case studies
KW - Crosswalks
KW - Curb extensions
KW - Data collection
KW - Drivers
KW - Operational evaluation
KW - Pedestrian safety
KW - Unsignalized intersections
KW - Yielding
UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/PedestrainSafetyCurbExt.pdf
UR - https://trid.trb.org/view/758823
ER -
TY - RPRT
AN - 01127429
AU - Picornell-Darder, Miguel
AU - Chen, Jiann-Long
AU - North Carolina A&T State University, Greensboro
AU - North Carolina Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Acceptance Strength Tests for Concrete Pavements
PY - 2005/06/30/Final Report
SP - 175p
AB - The North Carolina Department of Transportation (NCDOT) has used traditionally flexural strength tests for acceptance testing of portland cement concrete pavements. This report summarizes a research project implemented to investigate the feasibility of using other strength tests and nondestructive tests, to accomplish the same objective of ensuring an adequate modulus of rupture of the slab but avoiding or reducing the need to perform a large number of flexural strength determinations for acceptance testing. The present work has been laid around using a nondestructive test (a resonant column) to measure a seismic modulus that is used as a rating tool to evaluate the repeatability of duplicate specimens before the specimens are strength tested. This has been accomplished by developing regression lines and confidence and prediction intervals for the correlation of the seismic modulus to flexural, splitting tension, and compressive strength tests. All these tests show strong correlation coefficients and, thus, all have the possibility to be used in the prediction of flexural strength. The report suggests a new process for acceptance testing based on using a combination of compressive strength and seismic modulus. The selection of compression testing is based on the perceived know-how of the personnel of NCDOT throughout the State.
KW - Acceptance tests
KW - Compressive strength
KW - Concrete pavements
KW - Flexural strength
KW - Modulus of rupture
KW - Nondestructive tests
KW - Seismic modulus
UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2004-06FinalReport.pdf
UR - https://trid.trb.org/view/887885
ER -
TY - RPRT
AN - 01015059
AU - DeMoranville, Carolyn
AU - Davenport, Joan
AU - Roper, Teryl
AU - University of Massachusetts, East Wareham
AU - Massachusetts Department of Transportation
AU - Federal Highway Administration
TI - Salt Effects on Cranberry Soils, Plant Growth, and Productivity
PY - 2005/06/30/Final Report
SP - 103p
AB - The Massachusetts Highway Department (MassHighway) engages in Environmental Stewardship as part of its mission "To support the construction and maintenance activities that provide the Commonwealth with safe roads and bridges and to protect and where possible enhance the environment." The use of salt for highway deicing is a necessary activity with potential for environmental impact through migration of salt into water supplies and through salt contamination of soils. Since cranberry farming is a significant land use in Southeastern Massachusetts, the research project described herein was undertaken by the UMass Amherst Cranberry Station with funding provided by MassHighway and the Federal Highway Administration. Salt applied to roads may migrate onto cranberry bogs and into their water supplies. Does salt adversely effect cranberry soils, growth, and/or productivity? If so, at what concentration are these effects apparent and what concentrations of salt would be present in affected cranberry soils or plants? The overall objective of this project was to define both chronic and acute salt concentrations in irrigation water that can adversely impact cranberry production systems by evaluating the effects of salt exposure on cranberry growth, yield, or soil chemistry. Based on these research results, there is good indication that a cranberry water supply containing Cl at 250 ppm or greater would be cause for concern and indicate the potential need for remedial action. Symptoms, soil chemistry changes, and possible growth stimulation at 100-125 ppm Cl indicate that a cranberry water supply containing 100 ppm or greater Cl for extended periods might also be cause for concern. Taking all of these results into account, setting the level of concern for Cl in cranberry irrigation water at 100 ppm appears warranted. This is well below the 250 ppm that was definitively associated with negative effects in greenhouse experiments and the 500 ppm that negatively affected growth in soil-free culture. Therefore, 100 ppm Cl is proposed as the level at which closer scrutiny of a water supply over time would be warranted. If the 100 ppm level persisted for more than 2 months, particularly during the irrigation season, chronic effects might become a concern. This Cl level is equivalent to ~ 165 ppm NaCl.
KW - Chloride content
KW - Deicing
KW - Environmental impacts
KW - Farming
KW - Irrigation
KW - Massachusetts
KW - Plant growth
KW - Sodium chloride
KW - Soil chemistry
KW - Water quality
KW - Water resources
KW - Winter maintenance
UR - http://ntl.bts.gov/lib/26000/26800/26843/Salt_Effects_on_Cranberry_Soils__Plant_Growth__and_Productiv.pdf
UR - https://trid.trb.org/view/771524
ER -
TY - RPRT
AN - 01011099
AU - Maletzke, Benjamin T
AU - Koehler, Gary M
AU - Meyer, William R
AU - Washington Department of Fish and Wildlife
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Identifying I-90 Wildlife Corridors Using GIS & GPS: Spatial-Temporal Model of Landscape Use by GPS Marked Cougars
PY - 2005/06/30/Research Report
SP - 42p
AB - As the residential and recreational development in western Kittitas County increases, as well as interstate travel and commerce, the need arises to expand the interstate highway system to accommodate the increase in traffic volume. This increased traffic and expansion of transportation routes may potentially affect wildlife movements and traffic safety. To identify areas for potential wildlife corridors along Interstate-90 (I-90) and state highways (SR), we analyzed cougar movements and 95% fixed kernel home range estimates from Global Positioning System (GPS) collar locations of collared cougars on a 3,657 sq km area of western Kittitas County, Washington from 2001-2004. A logistic regression model for both winter and summer was developed to determine relative probability of use by cougars for topographic and land cover characteristics. We found cougars (n=11) used a mean elevation of 786 +/- 166 m in winter and 971 +/- 256 m in summer. We used t-tests and selection ratios (S) to compare differences in cougar use locations versus random locations from Geographic Information Systems (GIS). In winter cougars selected for lower elevations (S=0.71), milder slopes (S=0.82), open (S=1.34) or closed (S=1.08) canopy forest types, and south facing slopes (S=1.19). They selected against agricultural (S=0.43), rangeland (S=0.16), cities/roads (S=0.93), water (S=0.17), rock (S=0.26), north (S=0.81), and west (S=0.87) slopes. During summer, cougars selected for steeper slopes (S=1.05), open (S=1.12) and closed (S=1.27) canopy forest types on north (S=1.15), west (S=1.06) or east (S=1.06) facing slopes. They selected against agriculture (S=0.43), rangeland (S=0.07), cities/roads (S=0.46), water (S=0.25) and rock (S=0.37). From these results, we determined significant variables (P<0.05) for inclusion in a logistic regression model of vegetation and physiographic variables associated with cougar GPS locations. Logistic regression indicated cougars selected for open and closed canopy forest and selected against agriculture, rangeland, water, and cities/roads during winter. They selected for lower elevations with south facing slopes and selected against north, west and east facing slopes or flat terrain. During the summer cougars were not as selective, but preferred open and closed canopy forest on north, west or east facing slopes. We found resident females (n=3) occupied home ranges adjacent to I-90, however they did not to cross the interstate. One resident male established a home range encompassing I-90. Sub-adult females (n=2) and sub-adult males (n=2) were documented crossing I-90 and dispersing from the study area. The two lane SR 903, 970, 97, and 10 appeared permeable to cougar movements as male and female cougars established home ranges encompassing these SRs. Crossing along I-90 and SRs tended to occur in areas forested to the highway edge on both sides and along ridgelines or riparian areas.
KW - Cats
KW - Geographic information systems
KW - Global Positioning System
KW - Habitat (Ecology)
KW - Interstate highways
KW - Kittitas County (Washington)
KW - Logistic regression analysis
KW - Regression analysis
KW - State highways
KW - Summer
KW - Topography
KW - Wildlife
KW - Wildlife crossings
KW - Winter
UR - http://www.wsdot.wa.gov/research/reports/fullreports/622.1.pdf
UR - https://trid.trb.org/view/767350
ER -
TY - ABST
AN - 01463075
TI - Blast-Resistant Highway Bridges: Design and Detailing Guidelines
AB - There is a need to protect the nation's bridges from intentional or accidental explosions. The impacts of these loads on buildings and military structures have been studied for many years, but design for resistance to explosive effects is a new area for bridge engineers. Much research and development has been done on the effectiveness of seismic strengthening details for buildings and bridges. It has been suggested that bridge details, used in construction or as a retrofit to resist seismic and other extreme event loads, may serve also to resist explosions and provide a predictable level of protection for such structures. The investigation of these known details for this new area of bridge loading could result in efficient design recommendations, delivered in a relatively short timeframe. Research is needed that will meld knowledge of seismic and extreme event design for new and existing structures, the equally well-known field of blast-resistant design, and the relatively new field of highway bridge blast-resistant design. The research approach will draw on shared knowledge across these fields with initial emphasis on the investigation of seismic design principles and their application to explosion resistance. The objective of this project is to develop design guidance for improving the structural performance and resistance to explosive effects of new and existing bridges.
KW - Blast loads
KW - Explosions
KW - Highway bridges
KW - National Cooperative Highway Research Program
KW - Research projects
KW - Structural design
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=361
UR - https://trid.trb.org/view/1231300
ER -
TY - ABST
AN - 01460719
TI - Prepare Parts IV and V of the Highway Safety Manual
AB - The objective of the research is to prepare Parts IV and V of the Highway Safety Manual. These two sections will cover roadway safety management (improvement of roadway systems) and safety evaluations, providing tools to help practitioners make planning, design, and operations decisions based on safety. Parts IV and V, as developed under this project, should be in as near final form as possible for incorporation into the HSM. It is expected that Part IV (Roadway Safety Management) will include chapters on identification of candidate locations, investigation and analysis of safety conditions at specific sites, selection of countermeasures, economic appraisals of sites under consideration, and prioritization of improvement projects. Part V (Safety Evaluation) will contain information on measuring the safety effect of implemented countermeasures. Accomplishment of the project objective will require at least the following tasks.
KW - Countermeasures
KW - Decision making
KW - Highway safety
KW - Information management
KW - National Cooperative Highway Research Program
KW - Operations
KW - Planning and design
KW - Research projects
KW - Safety management
KW - Strategic planning
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=460
UR - https://trid.trb.org/view/1228937
ER -
TY - ABST
AN - 01460639
TI - Research Program Design---Administration of Highway and Transportation Agencies. Executive Seminar, Coordinating Transportation and Land Development
AB - Coordinating transportation and land development is a topic that has been getting increasing attention in recent years, and for good reason. The impacts of transportation and planning practices of the last 50 years is evident in many regions across the nation in the form of increased roadway congestion, longer travel times, increased trips and miles traveled, and a general concern with diminished quality of life and reduced economic viability. While not everyone yet accepts the role that segregated, uncoordinated, low-density, sprawling development plays in overtaxing the transportation system, a growing consensus is emerging that better coordination is needed. The good news is that new models and approaches have emerged in the past few years prompted, in part, by the emphasis on intermodal transportation and context sensitive solutions at the state and federal level. The emergence of the Smart Growth movement in the mid-1990s -- which supports mixed-use, compact, walkable neighborhoods at the local level and greater emphasis on transit for regional mobility -- contributed in an important way to this process. Additional impetus has been provided by the fiscal realities that most state transportation departments are operating under. At a time when budgets are stretched thin, most states simply do not have the fiscal resources to build new roadway capacity and maintain existing systems that are often badly in need of repair. The emerging recognition within state departments of transportation that prevailing land use planning and development practices are leading to increases in vehicle miles traveled and causing congestion to spiral out of control, is also driving the search for new, out-of-the-box solutions. The purpose of the Seminar was to bring together decision makers from both the transportation and land development sectors in six different states to: (1) examine the implications of demographic, land use, and transportation trends; (2) identify the mutual and interrelated challenges of meeting development and transportation needs; and (3) identify and evaluate successful practices.
KW - Best practices
KW - Coordination
KW - Decision making
KW - Demographics
KW - Development
KW - Land use planning
KW - Local government agencies
KW - Metropolitan planning organizations
KW - National Cooperative Highway Research Program
KW - Research projects
KW - State departments of transportation
KW - Transportation planning
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=551
UR - https://trid.trb.org/view/1228856
ER -
TY - ABST
AN - 01458432
TI - Needs Assessment for Advancing Timber Utilization in Mainline and Shortline Railroad Applications
AB - The primary objective of this project is to identify, describe, and prioritize a list of research needs that will serve as a basis for developing and funding research related to the use of timber by both mainline and shortline railroads. Thus, this research needs study will guide research that should re-establish wood as a more significant construction material in the railroad industry and significantly influence research related to wood transportation structures over the next six years. The expected outcomes will be a series of proposed research projects that would address the identified research needs areas. It is anticipated that research needs will be classified as short-term (high-priority), medium-term (medium priority), and long-term (low-priority) such that research resources can be most efficiently allocated.
KW - Construction
KW - Materials
KW - Railroads
KW - Research projects
KW - Short line railroads
KW - Timber construction
KW - Wood structures
UR - https://trid.trb.org/view/1226643
ER -
TY - ABST
AN - 01463067
TI - Guidance for the Design and Application of Shoulder and Centerline Rumble Strips
AB - The objective of this project is to develop guidance for the design and application of shoulder and centerline rumble strips as an effective motor vehicle crash reduction measure while minimizing adverse operational effects for cyclists and adjacent property owners.
KW - Applications
KW - Center lines
KW - Countermeasures
KW - Frontal crashes
KW - National Cooperative Highway Research Program
KW - Offroad traffic
KW - Research projects
KW - Rumble strips
KW - Safety
KW - Shoulder
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=458
UR - https://trid.trb.org/view/1231292
ER -
TY - ABST
AN - 01460694
TI - Research for the AASHTO Standing Committee on the Environment. Task 20. The Role of State DOTs in Support of Transit Oriented Development (TOD)
AB - This study will address the roles that state DOTs and their other state partners can play in order to reduce barriers to TOD. It will include techniques such as: streamlined permitting; clear land disposition policies; and funding agreements.
KW - Barriers to entry (Competition)
KW - Development
KW - Financial analysis
KW - Land use planning
KW - National Cooperative Highway Research Program
KW - Public transit
KW - Research projects
KW - State departments of transportation
KW - Streamlining
KW - Transit authorities
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1292
UR - https://trid.trb.org/view/1228912
ER -
TY - ABST
AN - 01460697
TI - Research for the AASHTO Standing Committee on the Environment. Task 17. Assessment of Greenhouse Gas Analysis Techniques for Transportation Projects
AB - The research will focus on determining what methods are available for transportation agencies to accurately estimate greenhouse gas emissions from transportation activities. If no methods are available, an estimate will be provided on the necessary level of effort needed to develop an acceptable methodology.
KW - Emission control systems
KW - Evaluation and assessment
KW - Gases
KW - Greenhouse gases
KW - Methodology
KW - National Cooperative Highway Research Program
KW - Research projects
KW - State departments of transportation
KW - Transportation planning
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1549
UR - https://trid.trb.org/view/1228915
ER -
TY - ABST
AN - 01460594
TI - Research for AASHTO Standing Committee on Highways. Task 191. Product Evaluation and Plant Certification of HDPE Pipe
AB - The objective of this research is to develop a strategy and detailed implementation plan for the merger of high density polyethylene plastic pipe testing protocols used by the AASHTO National Transportation Product Evaluation Program (NTPEP), the Plastic Pipe Institute (PPI), and the Eastern States Consortium (ESC) into one testing program jointly administered by NTPEP, PPI, and ESC stakeholders. Research is underway and consists of two phases. The interim report describing the results of Phase I was submitted to the panel in September 05 for review and approval. The anticipated completion date of this research is December 2005.
KW - Evaluation and assessment
KW - High density
KW - National Cooperative Highway Research Program
KW - Plastic pipe
KW - Product development
KW - Research projects
KW - Testing
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1211
UR - https://trid.trb.org/view/1228811
ER -
TY - ABST
AN - 01460698
TI - Research for the AASHTO Standing Committee on the Environment. Task 16. State Transportation Agency Strategies to Address NPDES Phase II Requirements
AB - The research will focus on determining how state transportation agencies have addressed the change in effort to ensure compliance with NPDES Phase II requirements. Research will be directed toward determining staffing and organizational structure throughout the entire agency to address NPDES Phase II compliance for construction activities as well as the stormwater management program as a regulated MS4.
KW - Compliance
KW - Management
KW - National Cooperative Highway Research Program
KW - Organizational effectiveness
KW - Research projects
KW - Runoff
KW - State departments of transportation
KW - Storms
KW - Structures
KW - Water
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1289
UR - https://trid.trb.org/view/1228916
ER -
TY - ABST
AN - 01460507
TI - Research Program Design---Administration of Highway and Transportation Agencies. Innovative Contracting for Major Transportation Projects
AB - A workshop was held at the AASHTO 2005 annual meeting in Nashville, Tennessee. It provided information concerning innovative contracting practices for transportation projects, focusing specifically on design-build delivery, best-value procurement, and construction warranties. It discussed recent trends in the industry, and provided state highway agency CEOs and managers with information needed to identify projects and implement innovative contracting methods to reduce construction time and life-cycle costs, improve quality, and enhance customer satisfaction. The contractor's final report has been sent to AASHTO for publication. The report summarizes the material developed and delivered at the workshop for state highway agency CEOs and senior managers responsible for highway construction contracting.
KW - Construction
KW - Contracting
KW - Design build
KW - Innovation
KW - Life cycle costing
KW - National Cooperative Highway Research Program
KW - Project management
KW - Research projects
KW - Transportation
KW - Warranty
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=549
UR - https://trid.trb.org/view/1228724
ER -
TY - RPRT
AN - 01620261
AU - Federal Highway Administration
TI - Acquisition: Acquiring Real Property for Federal and Federal-Aid Programs and Projects
PY - 2005/06
SP - 26p
AB - Government programs designed to benefit the public as a whole often result in acquisition of private property and, sometimes, in the displacement of people from their residences, businesses or farms. Acquisition of this kind has long been recognized as a right of government and is known as the power of eminent domain. The Fifth Amendment of the Constitution states that private property shall not be taken for public use without just compensation. To provide uniform and equitable treatment for persons whose property is acquired for public use, Congress passed the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, and amended it in 1987. This law, called the Uniform Act, is the foundation for the information discussed in this brochure. Revised rules for the Uniform Act were published in the Federal Register on January 4, 2005. The rules are reprinted each year in the Code of Federal Regulations (CFR), Title 49, Part 24. All Federal, State and local government agencies, as well as others receiving Federal financial assistance for public programs and projects, that require the acquisition of real property, must comply with the policies and provisions set forth in the Uniform Act and the regulation. The acquisition itself does not need to be federally-funded for the rules to apply. If Federal funds are used in any phase of the program or project, the rules of the Uniform Act apply. The rules encourage acquiring agencies to negotiate with property owners in a prompt and amicable manner so that litigation can be avoided. This brochure explains your rights as an owner of real property to be acquired for a federally-funded program or project.
KW - Brochures
KW - Compensation (Eminent domain)
KW - Eminent domain
KW - Federal aid
KW - Federal aid highways
KW - Fifth Amendment, United States Constitution
KW - Legal rights
KW - Programs
KW - Projects
KW - Property acquisition
KW - Revisions
KW - Uniform Relocation Assistance and Real Property Acquisition Act
KW - United States Code
UR - http://ntl.bts.gov/lib/60000/60500/60550/acquisition.pdf
UR - https://trid.trb.org/view/1440553
ER -
TY - RPRT
AN - 01571966
AU - Federal Highway Administration
AU - Association of Metropolitan Planning Organizations
TI - MOBILE6 Implementation Experience 2005
PY - 2005/06//Final Report
SP - 30p
AB - One of the transportation conformity requirements is that the Environmental Protection Agency's (EPA's) latest emission factor model must be used in all regional emissions analysis. In January 2002 the U.S. EPA released a new emissions factor model, MOBILE6. Subsequent to the January 2002 version, EPA released an updated version, known as MOBILE6.2. MOBILE6.2 included emissions factors for estimation of particulates, air toxics, and certain greenhouse gases. Use of MOBILE6.2 is now required for all regional emissions analyses, with the exception of California, for ozone and CO. The release of MOBILE6.2 marked the beginning of a 2-year grace period for PM-10 areas to phase-in the new model. Conformity determinations in PM-10 areas must be based on MOBILE6.2 by May 19, 2006. The Federal Highway Administration (FHWA), in conjunction with the Association of Metropolitan Planning Organizations (AMPO) Air Quality Subcommittee, worked with a group of metropolitan planning organizations (MPOs) to document their experience in applying MOBILE6 in the conformity process. The purpose of this study is to provide an understanding of what steps these organizations took to prepare for use of the new MOBILE model and to identify potential training and technical assistance needs. Specifically, this study documents how MPOs are implementing MOBILE6, what data is being collected locally, how data is being collected, and identifies implementation issues that arose during the transition to MOBILE6. FHWA and AMPO intend to share this information with other MPOs and practitioners who can learn from the experiences of the MPOs that participated in this effort.
KW - Data collection
KW - Exhaust gases
KW - Greenhouse gases
KW - Implementation
KW - Metropolitan planning organizations
KW - MOBILE6 (Computer model)
KW - MOBILE6.2 (Computer model)
KW - Particulates
KW - Pollutants
KW - Training
UR - http://www.fhwa.dot.gov/environment/air_quality/conformity/research/mobile6_implementation_2005/
UR - https://trid.trb.org/view/1363091
ER -
TY - RPRT
AN - 01470074
AU - DeLano, John G
AU - Davids, William G
AU - Sanford, Thomas C
AU - Krusinsky, Laura
AU - University of Maine, Orono
AU - Maine Department of Transportation
AU - Federal Highway Administration
TI - Behavior of Pile-Supported Integral Abutment Bridge at a Site with Shallow Bedrock - Phase I
PY - 2005/06//Technical Report
SP - 216p
AB - The advantages of constructing bridges with integral abutments are recognized by transportation agencies worldwide. However, pile supported integral abutments are limited to locations where the depth overburden can provide fixed support conditions. In Maine, there are often cases where the depth to bedrock prohibits integral abutments bridges from being used. The goal of this research is to determine the feasibility of constructing integral abutments in conditions that cannot provide fixed support conditions that are traditionally assumed. A finite element model was created that incorporates realistic constitutive and surface interaction models. These models allow for a good prediction of the soil/structure interaction and the structural response. The proposed design procedure results in values of moments and shear forces that are higher than those obtained from the finite element model. This is due to the inherent conservatism built into the methods used to calculate file forces, which presents a worst case design scenario. The proposed method expands the application of integral abutments to instances where an integral abutment supported by short piles is currently considered impractical. However, even with the expanded design criteria, finite element modeling indicates that there are cases where the combination of geometry, loading and subsurface conditions may prohibit the use f integral abutments.
KW - Bedrock
KW - Bridge construction
KW - Bridge design
KW - Finite element method
KW - Jointless bridges
KW - Maine
KW - Piles (Supports)
KW - Subsoil
UR - http://www.library.umaine.edu/theses/pdf/delanojg2004.pdf
UR - https://trid.trb.org/view/1238138
ER -
TY - RPRT
AN - 01357302
AU - Chitwood, J C
AU - Pape, D B
AU - Stephens, D R
AU - National Transportation Research Center, Incorporated
AU - Federal Highway Administration
TI - Integrated Braking Systems Analysis and Modeling
PY - 2005/06
SP - 53p
AB - The National Transportation Research Center, Incorporated (NTRCI) initiated research into integrated braking systems safely research to support the United States Department of Transportation's objective to reduce the number of fatalities and injuries in crashes involving heavy trucks by 50 percent by 2010. This research supports efforts to decrease the stopping distances of heavy vehicles from highway speeds by 30 percent while maintaining vehicle stability and control.
KW - Braking
KW - Fatalities
KW - Heavy vehicles
KW - Highway safety
KW - Integrated systems
KW - Stopping distances
KW - Trucks
KW - Vehicle safety
UR - http://www.ntrci.org/ntrci-24-2005-003
UR - https://trid.trb.org/view/1122729
ER -
TY - RPRT
AN - 01160023
AU - Maher, Ali
AU - Center for Advanced Infrastructure and Transportation
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
AU - Research and Innovative Technology Administration
TI - Geotechnical Testing and Beneficial Reuse Evaluation of River Sediments Palmyra Cove Demonstration Project
PY - 2005/06//Final Report
SP - 49p
AB - The objective of this research was to provide the New Jersey Department of Transportation (NJDOT) with useful information in order to pursue the beneficial use of dredged sediments. This study focused on the geotechnical properties of materials; other studies conducted concurrently considered ceramic uses and environmental characteristics of the materials. This study used common field and laboratory investigation methods to evaluate the dredged material for potential future roadway, embankment, and waste containment applications. The results are compared to those of more common materials, and published standards, where existing, used in these applications.
KW - Aggregates
KW - Base course (Pavements)
KW - Demonstration projects
KW - Dredged materials
KW - Embankments
KW - Field tests
KW - Geotechnical engineering
KW - Laboratory tests
KW - Palmyra Cove (New Jersey)
KW - Properties of materials
UR - http://cait.rutgers.edu/files/FHWA-NJ-2005-014.pdf
UR - https://trid.trb.org/view/920566
ER -
TY - RPRT
AN - 01118759
AU - Bonczar, Christine
AU - Civjan, Scott A
AU - Brena, Sergio F
AU - DeJong, Jason
AU - University of Massachusetts, Amherst
AU - Massachusetts Highway Department
AU - Federal Highway Administration
TI - Behavior of Integral Abutment Bridges: Field Data and Computer Modeling
PY - 2005/06//Final Report
SP - 201p
AB - This project investigated the seasonal behavior of integral abutment bridges through field monitoring and finite element modeling (FEM). The Orange-Wendell Bridge was used as a case study for the project. The structure was instrumented with 85 gages measuring bridge movements and forces (temperature gages, joint meters, tilt meters, strain gages, earth pressure cells, thermistors and four inclinometer casings for manual readings). Instruments were monitored by the University of Massachusetts at Amherst from January 2002 through December 2004. Both 2-D and 3-D FEM of the bridge were developed using GTSTRUDL and calibrated to the field data. Parametric FEM was performed to evaluate the influence of soil properties and construction practices on bridge behavior.
KW - Bridge abutments
KW - Bridge substructures
KW - Earth pressure
KW - Field tests
KW - Finite element method
KW - Geotechnical engineering
KW - Jointless bridges
KW - Soil pile interaction
KW - Strain gages
UR - http://www.umass.edu/mcrp/Bridge.pdf
UR - https://trid.trb.org/view/878581
ER -
TY - RPRT
AN - 01118724
AU - Miller, Heather J
AU - University of Massachusetts, Dartmouth
AU - Massachusetts Highway Department
AU - Federal Highway Administration
TI - Assessment of Innovative Ground Modification Techniques Phase B
PY - 2005/06//Final Report
SP - 212p
AB - As our society continues to expand, land that is suitable for construction in its natural state becomes increasingly scarce, and we are forced to place many of our projects on sites that would have formerly been considered :unsuitable”. Highway structures located on soils with poor support conditions are often placed on deep foundations to transfer the loads to more competent bearing materials. Recently, however, advanced in ground modification techniques have produced alternatives which, in many cases, are much more cost effective. Reinforcement of foundations soils with geosynthetics and in situ densification of unsuitable soils represent two innovative approaches for cost effective ground modification. Phase A of this research contract dealt with the former technology. Phase B involved research related to an in situ densification project. Under Phase B, the subject of this report, an extensive in situ testing program was conducted to evaluate deep dynamic compaction (DDC) on a granular fill placed in a fairly loose state under water between two rows of steel sheet piling. The in situ tests included cone penetration testing (CPT), seismic cone penetration testing (SCPT), standard penetration testing (SPT), drive cone penetration testing (DCPT), dilatometer testing (DMT), and testing with a specially designed instrumented dilatometer (IDMT) constructed at the University of New Hampshire. The results of the Phase B study showed that the CPT, DMT and IDMT were particularly useful tools for providing stratigraphic profiles as well as QA/QC data for in situ densification projects. In addition to evaluating the sufficiency of compaction, the test results were used to validate design assumptions and to develop correlations between several factors that influence the magnitude of soil improvement resulting from dynamic compaction.
KW - Cone penetrometers
KW - Construction projects
KW - Deep dynamic compaction
KW - Earthquake resistant design
KW - Geotechnical engineering
KW - Ground settlement
KW - Land use planning
KW - Planning by facility or land use
KW - Quality control
KW - Settlement (Structures)
KW - Soil reinforcement
UR - http://www.umass.edu/mcrp/95137p2%20UM%20PhaseB.pdf
UR - https://trid.trb.org/view/878580
ER -
TY - RPRT
AN - 01118454
AU - Rizkalla, Sami H
AU - Rosenboom, Owen
AU - Miller, Anthony
AU - North Carolina State University, Raleigh
AU - North Carolina Department of Transportation
AU - Federal Highway Administration
TI - Value Engineering and Cost Effectiveness of Various Fiber Reinforced Polymer (FRP) Repair Systems
PY - 2005/06//Final Report
SP - 201p
AB - Seventeen 40-year-old C-Channel type prestressed concrete bridge girders and one impact damaged AASHTO Type II prestressed concrete girder were tested under static and fatigue loading to determine the cost-effectiveness and value engineering aspects of various Fiber Reinforced Polymer (FRP) repair and strengthening systems. Of the C-Channel girders, which were taken from two different 40-year-old bridges in Eastern North Carolina, three were tested as control girders (one statically loaded to failure, and two tested under fatigue loading) and fourteen tested with various Carbon FRP strengthening systems (eight statically loaded to failure and six tested under fatigue loading). The fatigue loading applied to the strengthened C-Channel girders was chosen to simulate a specified increase in live load value in comparison to the control girders. An AASHTO Type II prestressed concrete bridge girder was taken from a bridge near Fayetteville, NC which was struck by an overheight vehicle. The girder had significant damage to the concrete and one ruptured prestressing strand near midspan. The concrete section was restored and the girder was repaired with Carbon FRP. The repaired AASHTO girder survived 2 million cycles of loading designed to simulate the original service load of the girder with little degradation. The ultimate load observed during a test to failure was 13.3 percent higher than the predicted value of the original girder. The experimental program and analysis of the test results demonstrate that FRP systems can effectively strengthen deficient prestressed concrete members and/or repair damaged prestressed girders.
KW - Carbon fibers
KW - Cost effectiveness
KW - Damage (Bridges)
KW - Fatigue (Mechanics)
KW - Fiber reinforced plastics
KW - Girders
KW - Load tests
KW - Prestressed concrete
KW - Repairing
KW - Strengthening (Maintenance)
KW - Value engineering
UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2004-15FinalReport.pdf
UR - https://trid.trb.org/view/878423
ER -
TY - RPRT
AN - 01109138
AU - Gannett Fleming, Incorporated
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - S.R. 0202, Section 404 Intelligent Transportation System (ITS) Deployment
PY - 2005/06//Final Report
SP - 16p
AB - The Federal Highway Administration, together with the Pennsylvania Department of Transportation, initiated the Route 202, Section 404, Roadway Reconstruction Project, which includes the installation of a new ITS system along sections of S.R. 0202, S.R. 422, I-476 and I-76 in the Philadelphia metropolitan area. The ITS system design originally included a 12-camera Video Incident Detection (VID) system, a 46-camera Closed Circuit Television (CCTV) system, a Dynamic Message Sign (DMS) system consisting of 10 permanent and 4 portable signs, and a fiber optic communications system with short sections of spread spectrum and leased T-1 lines. The ITS system was designed to be constructed and implemented in two phases, to allow for the ITS system to be constructed in coordination with the overall roadway construction schedule. During the construction phase of the project, two additional items were added to the project’s scope: (1) installation of an additional five CCTV cameras, bringing the total number of new CCTV cameras to 51, and (2) work was completed to make functional a part of the ramp metering system on I-476, including provision of a communications connection to the District 6-0 Traffic Control Center (TCC) and system activation and testing. This ITS project nearly doubled the number of ITS elements being managed from the District 6-0 Traffic Control Center (TCC) and represents the largest ITS deployment to date in the Philadelphia metropolitan area and the Commonwealth of Pennsylvania.
KW - Automatic incident detection
KW - Closed circuit television
KW - Highway design
KW - Incident detection
KW - Intelligent transportation systems
KW - Pennsylvania
KW - Portable equipment
KW - Reconstruction
KW - Traffic control
KW - Traffic control centers
KW - Variable message signs
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14309.htm
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14309_files/14309.pdf
UR - https://trid.trb.org/view/868639
ER -
TY - RPRT
AN - 01100729
AU - Hoeschen, Brian
AU - Erker, Matt
AU - Janson, Bruce
AU - Medland, Robert
AU - Carter & Burgess, Incorporated
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - Best Practices Guidebook: Collecting Short Duration Manual Vehicle Classifications Counts on High Volume Urban Facilities
PY - 2005/06
SP - 36p
AB - This guidebook discusses the recommended procedures for planning, collecting, processing, and quality control procedures for short duration classification counts. The most important factors for a short duration sample to statistically represent a 24-hour period include the time span of the sample (24-hours), the duration of each count (15-minutes), and the quality of each count (correct vehicle classifications).
KW - Best practices
KW - Handbooks
KW - Information processing
KW - Manual traffic counts
KW - Planning
KW - Quality control
KW - Time duration
KW - Urban highways
KW - Vehicle classification
UR - http://www.dot.state.co.us/publications/PDFFiles/VehicleClassificationGuidebook.pdf
UR - https://trid.trb.org/view/860313
ER -
TY - RPRT
AN - 01088801
AU - Bhat, Chandra
AU - Prozzi, Jolanda
AU - Xyntarakis, Michalis
AU - Srinivasan, Sivaramakrishnan
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Decision Support Framework for the Evaluation of Modal Competitiveness
PY - 2005/06//Research Report
SP - 56p
AB - This report contains the results of research into the development of a decision support system (DSS) aimed to supplement a systematic ongoing process of strategic evaluation and transportation planning at the statewide and metropolitan levels. Specifically, it is intended to provide TxDOT with a forecasting methodology to qualitatively and quantitatively anticipate changes in modal utilization for intercity freight movements and intracity passenger movements. Presented as a prototype software program, it incorporates the results of recent research on the determinants of mode choice as well as lessons learned in practice regarding the effect of specific policies on mode utilization. The software, which was developed as a relational database in MS Access, comprises a qualitative and a quantitative component. The qualitative component can be utilized to examine the direction of the likely impact of a specific factor on mode utilization as well as to find those factors for which a desired change in modal utilization occurs. The quantitative tool contains interactive charts built from public and private databases that allow the analyst to explore multiple aspects of the data and a freight mode choice model developed for Texas that facilitates custom scenario generation and evaluation. Integrated in the qualitative tool is a prototype Delphi freight expert panel survey conducted by the study team to enhance the knowledge base incorporated in the software.
KW - Decision support systems
KW - Freight transportation
KW - Mode choice
KW - Passenger transportation
KW - Relational databases
KW - Software
KW - Transportation planning
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4013_1.pdf
UR - https://trid.trb.org/view/849298
ER -
TY - RPRT
AN - 01084262
AU - Federal Highway Administration
TI - Toll Facilities in the United States: Bridges - Roads - Tunnels - Ferries. June 2005
PY - 2005/06
SP - 29p
AB - The first section of this report presents a discussion of the history and current policy regarding toll roads in the United States. The second section contains selected information on toll facilities in the United States. The information is based on a survey of facilities in operation, financed, or under construction as of January 1, 2005. Tables T-1 and T-2 include, where known: the direction of toll collection; the type of electronic toll collection system, if available; and whether the facility is part of the National Highway System (NHS). Table T-1 contains information such as the name, financing or operating authority, location and termini, feature crossed, length, and road system for toll roads, bridges, tunnels, and ferries that connect highways. Table T-1 consists of 5 parts. Parts 1 and 3 include the Interstate System route numbers for toll facilities located on the Dwight D. Eisenhower National System of Interstate and Defense Highways. Parts 2 and 4 include a functional system identification code for non-Interstate System toll bridges, roads, and tunnels. Part 5 includes vehicular toll ferries. Table T-2 contains a list of those projects under serious consideration as toll facilities, awaiting completion of financing arrangements, or proposed as new toll facilities that are being studied for financial and operational feasibility. Also included are links to tables containing data on receipts and disbursements of toll facilities. These tables are published in the 2003 Highway Statistics. A section containing available names, addresses, and phone numbers of toll authorities can be found at the end of the report; please note that not all toll authorities are included. This report is not intended to be a complete reference on toll facilities nor is it intended to duplicate data published by other organizations. Nearly all of the publicly owned toll authorities publish reports that contain information such as width and clearance on bridges, type of structure, road limits, year built or put in service, traffic volumes, cost, toll rates, etc. Information on ferries such as seasonal or hourly operating schedules has been included when available. Complete information on schedules and on the number and capacity of boats in operation may be obtained directly from the operating authority.
KW - Automated toll collection
KW - Ferries
KW - History
KW - Policy
KW - Tables (Data)
KW - Toll bridges
KW - Toll facilities
KW - Toll operating authorities
KW - Toll roads
KW - Toll tunnels
KW - United States
UR - http://www.fhwa.dot.gov/ohim/pdf/toll05.pdf
UR - http://www.fhwa.dot.gov/ohim/tollpage.htm
UR - http://ntl.bts.gov/lib/26000/26900/26972/FHWA-PL-05-018.pdf
UR - https://trid.trb.org/view/843787
ER -
TY - RPRT
AN - 01051952
AU - Bomba, Michael
AU - Villa, Juan Carlos
AU - Stockton, William R
AU - Harrison, Robert
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Current Practices at TxDOT/DPS Border Safety Inspection Facilities and Opportunities for Data Sharing with Federal Agencies
PY - 2005/06
SP - 36p
AB - Concern about the safety of Mexican trucks operating in the United States began in the early 1990s, during the debate over the ratification of the North American Free Trade Agreement (NAFTA). During this debate, a number of U.S. special interest groups argued that Mexican trucks and Mexican truck drivers were unsafe and should not be allowed to operate on U.S. roads. As a result, federal and state governments have directed significant resources towards ensuring the safety of Mexican commercial vehicles and their drivers operating in the United States. This memorandum describes current practices by the Texas Department of Transportation (TxDOT) and the Texas Department of Public Safety (DPS) to inspect commercial vehicles bringing goods from Mexico into the United States. The data for the study were collected during field visits to border safety inspection facilities in El Paso, Texas and Laredo, Texas, as well as through interviews with individuals working for state and federal agencies. The study found that the Mexican federal government has the opportunity to improve safety and the velocity of trade by improving their commercial drivers license database and by providing public truck scales near border crossings. Federal and state governments in the United States can improve the efficiency of border safety inspection stations by increasing their staffing.
KW - Commercial vehicles
KW - Data collection
KW - Data sharing
KW - El Paso (Texas)
KW - Federal government agencies
KW - Field visits
KW - Inspection
KW - Inspection stations
KW - Interviewing
KW - Laredo (Texas)
KW - Mexico
KW - State of the practice
KW - Texas Department of Public Safety
KW - Texas Department of Transportation
KW - Texas-Mexico Border region
KW - Truck drivers
KW - Trucks
UR - http://www.utexas.edu/research/ctr/pdf_reports/5_9014_01_P8.pdf
UR - https://trid.trb.org/view/811309
ER -
TY - RPRT
AN - 01051951
AU - Bomba, Michael
AU - Villa, Juan Carlos
AU - Stockton, William R
AU - Harrison, Robert
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Current Issues Related to Security and Safety Initiatives for Mexican Truck Carriers Along the Texas-Mexico Border
PY - 2005/06
SP - 22p
AB - Since the September 11, 2001 terrorist attacks, the U.S. government’s view of its borders has changed and they are now viewed as serving a protective function first, while the role of encouraging trade has become secondary. However, even with the realization of the dangers that the United States now faces, the country cannot simply close its borders and look inward. International trade is too vital a component of the country’s economic activity and prosperity to eliminate. In the case of U.S.-Mexico trade, it totaled $232.1 billion in 2002 and approximately 80 percent of the surface trade was carried by trucks. Prior to and since the September 11th attacks, federal and state governments have initiated a variety of programs for Mexican shippers and carriers to ensure domestic security, confiscate illegal drugs, stop smuggling, slow illegal immigration, and improve commercial vehicle safety. In general, most of the programs operate successfully, but there are always opportunities for improvement. Specific areas for improvement identified in this paper are increasing participation in voluntary enforcement programs, improving data exchange between the U.S. federal and state governments and the Mexican federal government, and improving the Mexican Commercial Driver’s License system. Given the federal government’s reorganized view of the border, the current transitional period will likely continue for two or more years and should be viewed as an opportunity to fix existing problems and improve future practices.
KW - Commercial drivers
KW - Commercial vehicle operations
KW - Driver licensing
KW - Drug smuggling
KW - Electronic data interchange
KW - Illegal aliens
KW - International trade
KW - Law enforcement
KW - Motor carriers
KW - National security
KW - Safety and security
KW - Texas-Mexico Border region
KW - Transitional periods
KW - Vehicle safety
UR - http://www.utexas.edu/research/ctr/pdf_reports/5_9014_01_P7.pdf
UR - https://trid.trb.org/view/811308
ER -
TY - RPRT
AN - 01031670
AU - Sinha, Kumares C
AU - Labi, Samuel A
AU - Hodge, Stacey
AU - Tine, Gabriel
AU - Shah, Hardik
AU - Purdue University/Indiana Department of Transportation JHRP
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - An Assessment of Highway Financing Needs in Indiana
PY - 2005/06//Final Report
SP - 202p
AB - In recent years highway revenues in Indiana have been eroding due to inflation, increased costs, and the increased use of fuel-efficient vehicles. It is necessary, therefore, to reliably assess the current and future needs for highway funding in order to facilitate informed fiscal planning. This study provides a methodology for tracking current and future demand for highway financing, along with a systematic modeling approach for revenue projections such that financing plans can be developed for state and local highway networks. Highway infrastructure needs for pavements, bridges, safety, and capacity improvements for the 15-year period between 2006 and 2020 are assessed for both state and local agencies. Needs are primarily determined on the basis of pavement and bridge conditions. Revenue projections are made using the current allocation and funding mechanisms. The study results indicate that the 15-year financing needs for the state highway agency are in the range of $30 billion (2002$) and the total expected revenue during the same period is $16.87 billion, creating a financing gap in the range of $0.86 to $0.89 billion per year. The local agencies will face a revenue gap in the range of $0.83 to $0.98 million annually during the same period.
KW - Bridges
KW - Capacity improvement
KW - Costs
KW - Financing
KW - Fuel-efficient vehicles
KW - Highway safety
KW - Highways
KW - Indiana
KW - Inflation
KW - Needs assessment
KW - Pavements
KW - Revenues
KW - Transportation planning
UR - http://docs.lib.purdue.edu/jtrp/14/
UR - https://trid.trb.org/view/787511
ER -
TY - RPRT
AN - 01031596
AU - Priest, Angela L
AU - Timm, David H
AU - Barrett, William E
AU - National Center for Asphalt Technology
AU - Federal Highway Administration
TI - Mechanistic Comparison of Wide-Base Single vs. Standard Dual Tire Configurations
PY - 2005/06
SP - 30p
AB - A study was conducted at the National Center for Asphalt Technology (NCAT) Test Track with the following goals: (1) model the two tire configurations and predict the pavement response and effect of the wide-base tire using a layered elastic computer model; (2) measure and compare the field dynamic pavement response of the two tire configurations; and (3) evaluate the effectiveness of the computer model in predicting the pavement response for both tire configurations. To accomplish the above objectives, the standard dual tire currently used on the test vehicles at the NCAT Test Track (275/80R22.5) and a newly developed single wide-base tire (445/50R22.5) were compared through predicted and measured pavement responses. The NCAT Test Track is an ideal location to make such a comparison because the instrumented test sections, including strain and pressure gauges, can measure the dynamic response of the pavement under a moving load. Field testing was conducted at one test section over two days in October, 2004. In addition to the measured pavement response, an investigation was conducted using a layered elastic theoretical model. The specifics and results from both testing schemes are discussed in detail in this report.
KW - Computer models
KW - Dual tires
KW - Field tests
KW - Layered elastic design
KW - Pavement performance
KW - Pressure gages
KW - Strain gages
KW - Test sections
KW - Test tracks
KW - Test vehicles
KW - Tires
KW - Wide base tires
UR - http://www.eng.auburn.edu/research/centers/ncat/files/reports/2005/rep05-03.pdf
UR - https://trid.trb.org/view/787745
ER -
TY - RPRT
AN - 01029084
AU - Szary, Patrick J
AU - Maher, Ali
AU - Strizki, Michael
AU - Moini, Nadereh
AU - Center for Advanced Infrastructure and Transportation
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - Use of LED or Other New Technology to Replace Standard Overhead and Sign Lighting (Mercury and/or Sodium)
PY - 2005/06//Final Report
SP - 138p
AB - The New Jersey Department of Transportation (NJDOT) has an increasing concern that the quality and energy use for roadway lighting is outdated. The current lamps and energy usage is based on old practices and technologies. To research the state-of-the-art, NJDOT has contracted Rutgers/Center for Advanced Infrastructure and Transportation. The main issues to be addressed include: 1) Introduce the existing and latest technologies in roadway lighting, and evaluate the current and proposed alternatives (taking into consideration illumination, visibility, maintenance, spectral power distribution, lumen depreciation, mean life, and color rendering). In addition, the research team is to provide NJDOT with the field verification on two key issues: visibility and color rendering, which are implemented on sodium and white light sources. 2) Present the life cycle cost analysis (LCCA) on the introduced technologies and compare them to current lamps used in street lighting (High Pressure Sodium), with the proposed alternatives. Thus, the study will provide not only the most cost effective alternative to using High Pressure Sodium in roadway lighting, but also the most practical. Based on the research, white light sources demonstrated superior light quality. QL, Icetron, Restrike HPS, and LEDs were all shown to be equivalent or superior in light quality based on Lumen Effective Multiplier (LEM). Also, based on the LCCA the QL, Icetron, Restrike HPS, and LEDs had superior cost savings. However, QL, Icetron, and LEDs may not meet current light distribution specifications, which are currently being revised on a national level. In summary, Restrike HPS lamps are recommended for immediate implementation; whereas QL, Icetron, and LEDs should wait for acceptance on a national level. In some situations where lighting is not specifically governed by the specifications, and NJDOT would like to further evaluate the technologies, QL type lamps are recommended for implementation.
KW - Alternatives analysis
KW - Color
KW - Cost effectiveness
KW - High mast lighting
KW - High pressure sodium lighting
KW - Illumination level
KW - Life cycle costing
KW - Light emitting diodes
KW - Maintenance
KW - New Jersey
KW - Power spectra
KW - Service life
KW - State of the art
KW - Street lighting
KW - Visibility
UR - http://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2005-029.pdf
UR - https://trid.trb.org/view/786334
ER -
TY - RPRT
AN - 01029081
AU - Maher, Ali
AU - Center for Advanced Infrastructure and Transportation
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - Beneficial Use of Dredged Clay from Newark Bay and Environs: A Field Feasibility Study
PY - 2005/06//Final Report
SP - 160p
AB - The objective of the work was to provide the New Jersey Department of Transportation with useful information in order to pursue beneficial use of dredged sediments. This study focused on the geotechnical properties of materials; other studies conducted concurrently considered ceramic uses and environmental characteristics of the materials. This study used common field and laboratory investigation methods to evaluate the dredged material for potential future roadway, embankment, and waste containment applications. The results are compared to those of more common materials, and published standards, where existing, used in these applications.
KW - Dredged materials
KW - Embankments
KW - Field tests
KW - Geotechnical properties
KW - Laboratory tests
KW - Road materials
KW - Salvage
UR - http://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2005-015.pdf
UR - https://trid.trb.org/view/786327
ER -
TY - RPRT
AN - 01025850
AU - Luthi, T
AU - Diephuis, J
AU - Icaza, J J
AU - Breen, J E
AU - Kreger, M E
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Factors Affecting Bond and Friction Losses in Multi-Strand Post-Tensioning Tendons Including the Effects of Emulsifiable Oils
PY - 2005/06//Technical Report
SP - 174p
AB - Emulsifiable oils are often used in post-tensioned construction to reduce friction losses and to provide temporary corrosion protection for tendons during the period of time between stressing and grouting. In the past, oils were flushed from the ducts with water prior to grouting. This practice often led to voids in the grout and created environmental problems related to the disposal of the flushing water. This report is a summary of research done at Pennsylvania State University and The University of Texas at Austin that addressed the effect of unflushed emulsifiable oils on corrosion, bond, and friction losses. Certain oils available on the market do provide adequate temporary corrosion protection. Bond test results indicate that the strength of post-tensioned specimens with oiled tendons is similar to or better than the strength of specimens with unoiled tendons. Specimens with oiled tendons did experience large amounts of slip in comparison to specimens with unoiled tendons. Friction tests indicate that lubrication reduces the friction coefficient in rigid steel pipes and high-density polyethylene (HDPE) ducts on the order of 15% if the tendon is stressed when the oil is fresh. The coefficient of friction for HDPE ducts measured from this test program was significantly less than the value recommended by the American Association of State Highway and Transportation Officials (AASHTO) .
KW - Bond strength (Materials)
KW - Bonding
KW - Coefficient of friction
KW - Construction
KW - Corrosion
KW - Corrosion protection
KW - Ducts
KW - Durability
KW - Emulsifiable oils
KW - Friction losses
KW - Friction tests
KW - Grouting
KW - High density polyethylene
KW - Lubrication
KW - Posttensioning
KW - Steel pipe
KW - Tendons (Bridges)
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4562_1.pdf
UR - https://trid.trb.org/view/782683
ER -
TY - RPRT
AN - 01025848
AU - Walubita, Lubinda F
AU - Martin, Amy Epps
AU - Jung, Sung Hoon
AU - Glover, Charles J
AU - Chowdhury, Arif
AU - Park, Eun Sug
AU - Lytton, Robert L.
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Preliminary Fatigue Analysis of a Common TxDOT Hot Mix Asphalt Concrete Mixture
PY - 2005/06//Technical Report
SP - 142p
AB - Over the past decade, the Texas Department of Transportation (TxDOT) focused research efforts on improving mixture design to preclude rutting in the early life of the pavement, which also offered increased resistance to moisture damage, but fatigue cracking may surface in the long term particularly if the binder stiffens excessively due to aging. The primary goal of this project is to evaluate and recommend a fatigue analysis system for TxDOT designs to ensure adequate mixture fatigue performance in a particular pavement structure under specific environmental and loading conditions. A secondary goal of comparing fatigue resistance of commonly used TxDOT mixtures including investigating the effects of aging will also be realized. Two fatigue analysis approaches, the mechanistic empirical (ME) and the calibrated mechanistic with surface energy (CMSE) measurements, based on one common TxDOT mixture including the effects of aging are presented in this interim report. Results showed that both the ME and CMSE approaches were comparable in terms of predicting mixture fatigue resistance. The results also showed that aging reduces the mixture’s resistance to fracture damage and its ability to heal. A preliminary comparison of the ME and CMSE approaches showed that although the ME analysis procedure is simple and straightforward, there is a relatively high variability in both the mixture air voids (AV) and the final fatigue results. The input data for the CMSE approach are very comprehensive and require numerous auxiliary tests that are necessary to account for all the hot mix asphalt concrete (HMAC) mixture properties that affect fatigue performance. However, research is still ongoing to further:(1) investigate the effects of binder aging on the HMAC mixture fatigue properties, (2) review other fatigue analysis approaches including the proposed National Cooperative Highway Research Program (NCHRP) 1-37A Pavement Design Guide, and (3) investigate the applicability and validity of the CMSE fatigue analysis approach, and finally recommend an appropriate fatigue analysis system to TxDOT.
KW - Aging (Materials)
KW - Air voids
KW - Binders
KW - Cracking
KW - Fatigue (Mechanics)
KW - Fatigue analysis
KW - Fatigue performance
KW - Hot mix asphalt
KW - Mechanistic design
KW - Mix design
KW - Moisture damage
KW - National Cooperative Highway Research Program
KW - Rutting
KW - Stiffness
KW - Texas Department of Transportation
UR - https://trid.trb.org/view/782864
ER -
TY - RPRT
AN - 01025521
AU - Chien, Steven
AU - Opie, Keir
AU - Kim, Kitae
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - Computer Modeling and Simulation of New Jersey Signalized Highways: Volume II - Cost and Benefit Analysis
PY - 2005/06//Final Report
SP - 44p
AB - This study developed a practical method to quantify costs and benefits associated with optimizing traffic signal timing plans. A Benefit Analysis Tool (BAT) was developed for calculating the differences between existing and optimized traffic signal timing plans by interfacing the SYNCHRO results. A corridor for which data was recently collected and available is used as a case study to demonstrate the application of BAT. Results showed substantial benefit in reducing signal delay, fuel consumption, and vehicular emission.
KW - Benefit analysis tool
KW - Benefit cost analysis
KW - Case studies
KW - Exhaust gases
KW - Fuel consumption
KW - Optimization
KW - Signalized intersections
KW - Simulation
KW - Synchro (Computer program)
KW - Traffic delays
KW - Traffic signal timing
UR - https://trid.trb.org/view/782537
ER -
TY - RPRT
AN - 01023890
AU - Lytton, Robert
AU - Aubeny, Charles
AU - Bulut, Rifat
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Design Procedure for Pavements on Expansive Soils: Volume 3
PY - 2005/06//Technical Report
SP - 100p
AB - Swelling and shrinkage of sub-grade soils are critical factors contributing to increases in roughness and degradation of serviceability of highway pavements. Existing procedures for predicting swell are largely based on the potential vertical rise (PVR) procedure developed by McDowell in 1956. While the PVR procedure represents a major development in the design of pavements on expansive soils, instances of apparently over-conservative PVR predictions have led some designers to suggest revision or replacement of the existing procedure. This project reviews the basic assumptions of the existing PVR procedure and identifies the likely sources of the questionable predictions that have arisen in the past. An alternative procedure is presented that features rigorous modeling of both the moisture diffusion process that induces changes in suction within a soil mass and the deformations that occur in response to changes in suction. This alternative procedure includes provisions for measuring and/or estimating soil and environmental input parameters necessary for the predictions. A procedure for predicting the impact of soil deformations on pavement performance is also presented. The proposed procedure is applied to three study sections involving Texas roadways on expansive soils, and parametric studies are presented evaluating the effectiveness of various design measures including moisture barriers, lime treatment, and replacement of in situ sub-grade soils with "inert" soils.
KW - Calcium oxide
KW - Degradation (Hydrology)
KW - Moisture barriers
KW - Moisture diffusion
KW - Parametric analysis
KW - Pavement design
KW - Pavement performance
KW - Potential vertical rise
KW - Roughness
KW - Serviceability
KW - Shrinkage
KW - Soil suction
KW - Subgrade (Pavements)
KW - Swelling soils
KW - Texas
UR - https://trid.trb.org/view/781313
ER -
TY - RPRT
AN - 01022690
AU - Trejo, David
AU - Aguiniga, Francisco
AU - Yuan, Robert L
AU - James, Ray W
AU - Keating, Peter B
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Characterization of Design Parameters for Fiber Reinforced Polymer Composite Reinforced Concrete Systems
PY - 2005/06//Technical Report
SP - 276p
AB - Fiber-reinforced polymers (FRP) are being increasingly used in the construction industry. One application is to use FRP bars as reinforcement in concrete. It is thought that FRP bars do not exhibit the type of expansive corrosion exhibited by steel reinforcing bars; FRP bar reinforcement embedded in concrete will result in longer service-life expectancies. This report presents results from research performed on three types of glass fiber-reinforced polymer (GFRP) reinforcing bars. The results indicate that some current predictive equations for evaluating long-term properties may overestimate actual performance of GFRP reinforcing bars and GFRP-bar reinforced concrete systems. By unconservatively underestimating GFRP characteristics, key design requirements such as strength, deflection, crack width, and bond may not be adequately addressed in the design of GFRP-bar reinforced concrete elements. As such, recommendations are made to modify existing design methodologies.
KW - Bonding
KW - Corrosion
KW - Crack width
KW - Deflection
KW - Design
KW - Glass fiber reinforced plastics
KW - Performance
KW - Reinforced concrete
KW - Reinforcing bars
KW - Service life
KW - Strength of materials
UR - http://tti.tamu.edu/documents/9-1520-3.pdf
UR - https://trid.trb.org/view/778721
ER -
TY - RPRT
AN - 01010711
AU - Chien, Steven I-Jy
AU - Fallat, George
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - Computer Modeling and Simulation of New Jersey Signalized Highways
PY - 2005/06//Final Report, Volume 1
SP - 149p
AB - Development and implementation of intelligent transportation systems along highway corridors includes deployment of various, usually considerably expensive technologies. In the area of traffic control, these technologies were used to optimize an array of signal cycle lengths, phasing, splits, and offsets, while considering dynamic traffic conditions (e.g., fluctuations in traffic volume, speed, and density). In order to facilitate cost efficient traffic signal control on New Jersey highways, this study developed computer models to optimize the array of aforementioned variables, evaluate the benefits of optimized array, and determine the resulting level of service prior to actual implementation in the studied corridors. The objective of this study was to assess and optimize corridor performance through enhancements of existing signal timing plans for the studied corridors, which has been achieved through performing the following activities: review, investigate, and summarize the state-of-the-art methodologies for signal optimization; identify studies corridors and collect necessary data for developing signal optimization and traffic simulation models; develop computer models to optimize traffic signal cycle lengths, phasing, splits, and offsets for the studied corridors; develop simulation models to simulate and assess the recommended signal timings prior to field implementation on studied corridors; assist NJDOT in producing timing directives for recommended signal timings; and provide training and technology transfer to NJDOT. In this study, SYNCHRO (version 5.0) was applied to evaluate the operations of traffic control systems for individual or group of intersections along the corridor. However, due to the dynamic nature of traffic operations, the result of SYNCHRO are not effective in responding to continuously changing real-time traffic conditions. Therefore, SimTraffic was applied to validate the results of SYNCHRO. With SYNCHRO and SimTraffic, before and after scenarios for implementing the optimized signal timings were assessed, while the "savings" in travel times, number of stops, fuel consumption, and vehicle emissions were calculated.
KW - Arterial highways
KW - Before and after studies
KW - Computer models
KW - Exhaust gases
KW - Fuel consumption
KW - Highway corridors
KW - Highway traffic control
KW - Highway traffic control systems
KW - Intelligent transportation systems
KW - Methodology
KW - New Jersey
KW - Offsets (Traffic signal timing)
KW - Optimization
KW - Performance
KW - Signalized intersections
KW - Splits
KW - State of the art
KW - Stopping
KW - SYNCHRO/SIMTRAFFIC (Computer program)
KW - Technology transfer
KW - Traffic density
KW - Traffic signal control systems
KW - Traffic signal cycle
KW - Traffic signal phases
KW - Traffic signal timing
KW - Traffic simulation
KW - Traffic speed
KW - Traffic volume
KW - Training
KW - Travel time
UR - http://ntl.bts.gov/lib/25000/25000/25024/ComputerModelingNJSignalizedHW.pdf
UR - https://trid.trb.org/view/763767
ER -
TY - RPRT
AN - 01019159
AU - Hopkins, Tommy C
AU - Sun, Liecheng
AU - Slepak, Mikhail E
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Bearing Capacity Analysis and Design of Highway Base Materials Reinforced with Geofabrics
PY - 2005/06//Final Report
SP - 119p
AB - The primary objective of this study was to develop and implement mathematical bearing capacity models originally proposed by Hopkins (1988, 1991) and Slepak and Hopkins (1993, 1995). These advanced models, which are based on limit equilibrium and are operated together, can be used to analyze the bearing capacity, or stability, of early construction of loads on a single layer of material, two-layered problems involving a layer of base aggregate and subgrade, and a foundation involving multiple layers of different materials, such as flexible asphalt pavement. A Prandlt-type shear surface is used in the model analyses of layered foundations. In this report, the models are extended to analyzing flexible pavements reinforced with tensile elements. Although the current model does not account for strain compatibility, the strength of the tensile elements may be input for assumed strain levels. Any number of tensile elements may be analyzed in a given problem. In the limit equilibrium approach, shear strengths, the angle of internal friction, phi, and cohesion, c, are entered for each layer of material. Triaxial testing of the asphalt material is performed in a manner that the shear strength parameters, phi and c, are developed as a function of temperature. Hence, if the temperature of the asphalt layer is known (or assumed) at a site, then values of phi and c may be calculated from the relationships between the shear strength parameters and temperature. Moreover, to facilitate and provide an efficient means of analyzing early construction cases and flexible pavements reinforced with geosynthetics, "Windows" software was developed. In the case of the asphalt layer, the entire layer is divided into finite layers because phi and c varies with depth of asphalt. When the surface temperature of the asphalt is known (or assumed), a temperature distribution model is used to estimate the temperature at any depth below the asphalt layer surface. Consequently, the shear strength parameters are known at any depth (of each finite layer) below the surface. To establish the validity and reasonableness of the newly developed limit equilibrium models, bearing capacity factors are derived from the limit equilibrium methods and compared to classical bearing capacity factors, N sub c and N sub q, developed by Prandlt and Reissner. Differences range from 1 to 10 and 1 to 3%, respectively. The Slepak-Hopkins model yields values of N sub y that are 12 to 38 larger than values published by Caquot and Kerisel. However, values of N sub y from the Slepak-Hopkins model are only 3 to 11% larger than backcalculated values obtained by Debeer and Ladanyi from experimental footing tests. The Slepak-Hopkins model was also used to analyzed 237 flexible pavement sections of the 1959-1960 AASHO Road Test. Factors of safety from the model analyses showed that very reasonable results were obtained and were in line with failures recorded at the test site. Finally, actual analyses of a stretch of roadway where failures occurred were analyzed. Three sections involved tensile elements.
KW - Base course (Pavements)
KW - Bearing capacity
KW - Coefficient of internal friction
KW - Cohesion
KW - Flexible pavements
KW - Geomaterials
KW - Geosynthetics
KW - Limit equilibrium
KW - Mathematical models
KW - Reinforcement (Engineering)
KW - Shear strength
KW - Temperature
UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_21_SPR_238_02_1F.pdf
UR - https://trid.trb.org/view/773091
ER -
TY - RPRT
AN - 01011186
AU - Distlehorst, Jennifer
AU - Wojakowski, John
AU - Kansas Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Elastomeric Concrete in Bridge Expansion Joint Header Repair Applications
PY - 2005/06//Final Report
SP - 17p
AB - Elastomeric concretes were developed to prevent the spalling of the portland cement concrete adjacent to bridge deck expansion joints. Two types of elastomeric concretes were installed on I-135 bridges in Wichita in 1991. These joints and several others on I-135 with both elastomeric and conventional concrete header materials were surveyed annually for the next ten years. Spalling at each joint, rutting of the elastomeric materials and overall condition of the materials were measured and recorded. Laboratory tests of field-cast specimens were performed to determine the mechanical properties of the materials. The results of the tests and surveys show that the elastomeric concretes reduced spalling at bridge expansion joints. However, the joint headers formed of elastomeric concretes were as likely to develop distress as were the portland cement concrete joint headers.
KW - Bridge decks
KW - Condition surveys
KW - Elastomers
KW - Expansion joints
KW - Laboratory tests
KW - Mechanical properties
KW - Polymer concrete
KW - Repairing
KW - Rutting
KW - Spalling
KW - Wichita (Kansas)
UR - http://www.ksdot.org/idmws/DocContent.dll?Library=PublicDocs^dt00mx38&ID=003701107
UR - http://ntl.bts.gov/lib/55000/55700/55784/FHWA-KS-05-1.PDF
UR - https://trid.trb.org/view/767686
ER -
TY - RPRT
AN - 01018759
AU - Saito, Mitsuru
AU - Cox, David D
AU - Jin, Thomas G
AU - Brigham Young University
AU - Utah Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Recent Traffic and Safety Initiatives, Volume II: Developing a Procedure for Evaluating the Need for Raised Medians
PY - 2005/06//Final Report
SP - 124p
AB - Raised medians are a safety measure often used on highways to improve safety, maintain good traffic flow, and beautify the area. In this study, an extensive literature review was conducted to determine the advantages and disadvantages of raised medians. Raised medians were also compared to other median alternatives, such as two-way left-turn lanes (TWLTL) and undivided highways. Raised medians were found to provide better safety benefits than the other median types. A TWLTL tends to be a compromise between the raised median and the undivided highway because of the improvement in traffic flow and full property access. A survey was conducted on a principle arterial that recently installed a raised median. It was found that although raised medians may be perceived as an inconvenience, they do not keep customers from visiting adjacent businesses. Many also realized the safety benefits of raised medians. A crash analysis was also conducted on four highways in the greater Salt Lake City area. Raised medians were found to reduce severe crashes and right angle crashes in mid-blocks, while rear-end crashes increased in mid-blocks. Crashes did not necessarily shift to intersections. Right angle crashes at intersections either decreased or stayed the same, and rear-end crashes either increased or stayed the same. Using the information from the literature review, survey and crash analysis, a procedure for determining when to install a raised median was formulated. The procedure considers crash history, pedestrians, traffic volume, delays, number of driveways per mile, midblock openings, and number of lanes. The procedure was applied to St. George Boulevard in St. George, Utah.
KW - Access control (Transportation)
KW - Arterial highways
KW - Crash analysis
KW - Crash severity
KW - Highway safety
KW - Intersections
KW - Literature reviews
KW - Midblock collisions
KW - Raised medians
KW - Rear end crashes
KW - Right angle crashes
KW - Saint George (Utah)
KW - Salt Lake City (Utah)
KW - Two way left turn lanes
KW - Undivided highways
UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=12403
UR - http://ntl.bts.gov/lib/56000/56100/56132/UT-04-11.PDF
UR - https://trid.trb.org/view/772948
ER -
TY - RPRT
AN - 01018757
AU - Saito, Mitsuru
AU - Richards, Samuel J N
AU - Brigham Young University
AU - Utah Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Recent Traffic and Safety Initiatives, Volume III: Centerline Rumble Strips on Rural, Two-Way, Undivided Highways
PY - 2005/06//Final Report
SP - 124p
AB - In the fall of 2003, the Utah Department of Transportation installed centerline rumble strips on various sections of highway US-6 between Spanish Fork, Utah and Soldier Summit, Utah as well as directly east of Wellington, Utah. Centerline rumble strips are a relatively new technique aimed at reducing the number of cross-over type accidents that occur on rural, undivided, two-way highways. The combination of a literature review, a public opinion survey and a state of the practice survey has revealed favorable results towards centerline rumble strips. Positive findings include: (a) several reports stating a significant reduction in cross-over related accidents, injuries and fatalities, (b) high benefit to cost ratios, (c) versatile installation conditions, and (d) public approval and acceptance of centerline rumble strips. However, centerline rumble strips are not flawless. Negative aspects include: (a) after installation data is inadequate for statistical comparison, (b) noise pollution, (c) various maintenance issues, (d) motorcyclist and bicyclist safety concerns, (e) emergency vehicle operation efficiency, and (f) potential risk of drivers correcting into the oncoming lane. Published reports and the state of the practice survey provide evidence of the following. No geometric standards have been established for centerline rumble strips. Likewise, there are no standardized highway geometry dimensions when centerline rumble strips are considered. Similar to geometric considerations, highway operating factors have not been standardized. Correlations between the existing installation dimensions and their effectiveness to reduce crossover accidents, cost of installation, maintenance and other issues have not been made. However, based on previously released reports, the statistical evidence of the public opinion survey, and the state of the practice survey data, it is recommended that the Utah Department of Transportation should consider centerline rumble strips as a method of reducing cross-over related accidents on rural, two-way, undivided highways. There are many future research considerations that should be made concerning centerline rumble strips. Research may be conducted on accident reduction, rumble strip geometries, highway geometries, maintenance improvements, and noise reduction.
KW - Acceptance
KW - Benefit cost analysis
KW - Bicycles
KW - Center lines
KW - Crossover accidents
KW - Design standards
KW - Emergency vehicles
KW - Future research
KW - Geometric design
KW - Literature reviews
KW - Maintenance
KW - Motorcycles
KW - Noise
KW - Public opinion
KW - Rumble strips
KW - Rural highways
KW - State of the practice
KW - Surveys
KW - Traffic safety
KW - Two lane highways
KW - Undivided highways
KW - Utah
UR - http://www.udot.utah.gov/download.php/tid=1293/Raised%20Medians%20Final%20Report%20UT-04-11.pdf
UR - https://trid.trb.org/view/772949
ER -
TY - RPRT
AN - 01018727
AU - Molinas, Albert
AU - Mommandi, Amanullah
AU - de Dios, Roberto
AU - PBS&J and Hydrau-Tech, Incorporated
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - Detour Drainage Structure Design Procedure
PY - 2005/06//Final Report
SP - 200p
AB - In this research effort, literature surveys and reviews of the current methodologies employed by various state Departments of Transportation (DOTs) were conducted. Also, questionnaires were sent to different personnel involved in the design and construction of drainage structures for the Colorado Department of Transportation (CDOT), the Federal Highway Administration (FHWA), and other state DOTs. Two detour drainage design approaches that use risk-cost analysis and risk factors analysis were developed and presented in this report. The risk-cost analysis approach which is defined in this study as the Nonlinear Risk-Cost Analysis (NRCA) designs the detour drainage structure by optimizing risks and costs using complex nonlinear functional relationships to establish the return period to be used in sizing the structure. The risk factors analysis approach which in this document is called the Rational Detour Drainage Structure Design (RDDSD) determines the size of the detour drainage structure by selecting a return period that considers a variety of risk factors. Both approaches compute the most cost-effective design discharge using monthly flow distribution data. Also, the detour drainage structures are sized using the traditional methods that employ culvert software, equations, charts and/or nomographs. The NRCA method provides an analytical solution to the complex detour drainage design approach that can be adopted to provide a uniform or consistent statewide design methodology. The NRCA procedure is developed using current cost data for culvert materials and sizes commonly used in detour drainage applications. In deriving the mathematical relationships for this approach, the derivative of the function is equated to zero and a return period that minimizes costs is determined. Using the NRCA method with a spreadsheet program, the return period and the corresponding discharge can be readily determined. The RDDSD procedure selects a return period to use for detour drainage application from a table. This table contains drainage type applications and recommends design frequencies for various highway classifications (interstate, urban and rural, two-lane and multilane roadways, etc.), level of user delay (high and low average daily traffic), environmental concerns (can be mitigated or not), public concerns (hospitals, schools, fire stations), and for cases where alternate detour routes are either available or not. Social and economic factors and environmental sensitivity of the project sites have also been considered. Example problems are provided to illustrate the capabilities of the new methodologies. Tables containing daily precipitation data from 550 stations in Colorado since 1920 were developed and presented in the appendices. General guidelines for designing the detour culvert pipes are also presented at the end of the report. From the standpoint of control, flexibility, and capability in considering a broader spectrum of design factors, the RDDSD method is a simpler and a more direct approach.
KW - Colorado
KW - Design
KW - Design discharge
KW - Detour culverts
KW - Drainage structures
KW - Guidelines
KW - Nonlinear risk cost analysis
KW - Return period
KW - Risk assessment
KW - Temporary structures
UR - http://www.dot.state.co.us/Publications/PDFFiles/detourdrainage.pdf
UR - https://trid.trb.org/view/772508
ER -
TY - RPRT
AN - 01016485
AU - Frank, Karl H
AU - Palmatier, Amanda H
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Repair of Galvanizing After UIT Application
PY - 2005/06//Technical Report
SP - 22p
AB - The report describes a limited fatigue study to determine the influence of a repair using a melted solder to repair the galvanized coating after treatment of a mast arm weld toe by Ultrasonic Impact Treatment. The test results indicated that heating of the mast arm to melt the solder reduced the effectiveness of the treatment and also would be very difficult to perform in the field.
KW - Coatings
KW - Fatigue (Mechanics)
KW - Galvanized metals
KW - Galvanizing
KW - Mast arm
KW - Repairing
KW - Solder
KW - Structural supports
KW - Traffic signals
KW - Ultrasonic impact treatment
KW - Welding
UR - http://www.utexas.edu/research/ctr/pdf_reports/5_4178_01_1.pdf
UR - https://trid.trb.org/view/772495
ER -
TY - RPRT
AN - 01018761
AU - Saito, Mitsuru
AU - Adams, Michael R
AU - Jin, Thomas G
AU - Brigham Young University
AU - Utah Department of Transportation
AU - Federal Highway Administration
TI - Development of a User Cost Estimation Procedure for Work Zones
PY - 2005/06//Final Report
SP - 163p
AB - Work zones associated with highway construction projects create localized bottlenecks where the average traffic speed is reduced and queues are formed, thus causing increased costs as a result of the additional time and fuel needed to traverse the work zone. These user costs can be estimated and applied as a form of incentive to the contractor to complete the work sooner, thus allowing traffic to return to the free-flow speed. Methods to determine user costs are explored through a literature search, questionnaire survey of other state highway agencies, and interviews with employees of the Utah Department of Transportation (UDOT). The literature search found reports on how other states have employed user costs and how they derived the time values used in their methods. Proper planning and preparation is essential to ensure that the methods and values used are appropriate and justifiable. The questionnaire survey indicated that the most popular methods for user cost estimation would be simple and easy to use. The value of time should be estimated using the average wage of the state. Lost time or delay should be calculated using the extra time associated with reduced vehicle speeds through the work zone. Engineer’s discretion should be allowed in adjusting determined user cost value. The results of the interviews indicated that the ease of use would be a major quality desired by UDOT employees for a user cost plan. Similar to other state agencies, delay costs should be based on the speed reduction through the work zone. Vehicle operating costs should be based on the cost of fuel. Other factors to use for calculations should include the AADT, length of the work zone, number of closed lanes, the day and time of the closure, the percentage of automobiles and trucks, and the functional class of the facility. Any computer programs should be intuitive and easy to use. Four computer programs were evaluated: MicroBENCOST, QuickZone, DelayE, and DUCK. Each has strengths and weaknesses, but DelayE and DUCK encompass the ideals desired by UDOT employees for determining user costs. DUCK and DelayE are recommended for use by UDOT because the combination of the two provides UDOT with the desired attributes mentioned previously. The Microsoft Excel based DUCK program was created especially for UDOT in this study using the objectives UDOT employees provided. It is recommended that the benefits of QuickZone be restudied now that its second version became available in May 2005. It is also recommended to develop a shell program to control both DUCK and DelayE for easier use.
KW - Computer programs
KW - Estimating
KW - Interviewing
KW - Literature reviews
KW - Operating costs
KW - Questionnaires
KW - State highway departments
KW - Surveys
KW - Traffic delays
KW - User costs
KW - Utah Department of Transportation
KW - Value of time
KW - Work zones
UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=26449
UR - http://www.udot.utah.gov/download.php/tid=1293/WZ%20User%20Cost%20Final%20Report%20UT-05-11.pdf
UR - https://trid.trb.org/view/772951
ER -
TY - RPRT
AN - 01018756
AU - Saito, Mitsuru
AU - Ash, Kelly G
AU - Brigham Young University
AU - Utah Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Four Recent Traffic Safety Initiatives, Volume IV: Increasing Speed Limit Compliance in Reduced Speed School Zones
PY - 2005/06//Final Report
SP - 159p
AB - Reduced speed school zones greatly improve the safety of young children commuting to and from school and provide more appropriate gaps in traffic for children to cross the street. The safety and efficiency of a school zone depends on drivers’ compliance to the school zone speed limit. The main focus of this study was to determine effective methods for increasing speed compliance in reduced speed school zones. This objective was accomplished through an in-depth literature review, a public opinion survey of Utah drivers, and a before and after evaluation of the effects of speed monitoring displays (SMDs) in four different school zones in the state of Utah. The literature review concludes that a combination of effective traffic controls, public education, and appropriate law enforcement are all necessary to improve speed limit compliance in school zones. The results of the public survey produced similar results. The drivers surveyed felt that there is need to improve school zones safety in the State of Utah through education, more effective traffic control devices, and increased law enforcement. The field study found that the SMDs analyzed proved to increase speed compliance in most cases. In some cases, the SMDs maintained their effectiveness at increasing speed compliance; on the other hand, some gradually lost some of their effectiveness. The distribution of speeds at essentially every location demonstrated a reduction in excessive speeds. For the most part, these SMDs helped improve school zone safety by decreasing speeds and increasing speed compliance as manifested by the decrease in mean speed, standard deviation, 10 mph pace range and the percentage of vehicles exceeding the 20 mph school zone speed limit.
KW - Before and after studies
KW - Compliance
KW - Education
KW - Field studies
KW - Highway traffic control
KW - Law enforcement
KW - Literature reviews
KW - Public opinion
KW - School zones
KW - Schools
KW - Speed control
KW - Speed limits
KW - Speed monitoring displays
KW - Surveys
KW - Utah
UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=26450
UR - https://trid.trb.org/view/772950
ER -
TY - RPRT
AN - 01018738
AU - Heitmuller, Franklin T
AU - Asquith, William H
AU - Fang, Xing
AU - Thompson, David B
AU - Wang, Keh-Han
AU - U.S. Geological Survey
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Literature Review for Texas Department of Transportation Research Project 0-4695: Guidance for Design in Areas of Extreme Bed-Load Mobility, Edwards Plateau, Texas
PY - 2005/06//Technical Report
SP - 40p
AB - A review of the literature addressing sediment transport in gravel-bed river systems and structures designed to control bed-load mobility is provided as part of Texas Department of Transportation research project 0-4695: Guidance for Design in Areas of Extreme Bed-Load Mobility. The study area comprises the western half of the Edwards Plateau in central Texas. Three primary foci of the literature review are journal articles, edited volumes, and government publications. Major themes within the body of literature include deterministic sediment transport theory and equations, development of methods to measure and analyze fluvial sediment, applications and development of theory in natural channels and flume experiments, and recommendations for river management and structural design. The literature review provides an outline and foundation for the research project to characterize extreme bed-load mobility in rivers and streams across the study area. The literature review also provides a basis upon which potential modifications to low-water stream-crossing design in the study area can be made.
KW - Channels (Waterways)
KW - Edwards Plateau (Texas)
KW - Equations
KW - Flumes
KW - Literature reviews
KW - Low water crossings
KW - Measurement
KW - Sediment transport
KW - Stream crossings
KW - Streambeds
KW - Structural design
KW - Theory
UR - http://pubs.usgs.gov/of/2005/1234/pdf/ofr2005-1234.pdf
UR - https://trid.trb.org/view/772521
ER -
TY - RPRT
AN - 01015046
AU - Hendricks, Paul
AU - Lenard, Susan
AU - Currier, Coburn
AU - Johnson, Joseph
AU - Montana State Library
AU - Montana Department of Transportation
AU - Federal Highway Administration
TI - Bat Use of Highway Bridges in South-Central Montana
PY - 2005/06//Final Report
SP - 37p
AB - The authors studied use of highway structures by bats in the Billings, Montana area during 2003 and 2004. They found evidence of bat use at 78 of 130 highway structures examined during summer 2003 in Carbon, Stillwater, and Yellowstone counties; 66 structures were used apparently exclusively for night roosting, and 12 bridges were day roosts. Use of highway structures was widespread throughout the study area and among the state highway system categories (Interstate: 73.2%, Primary: 47.2%, Secondary: 57.1%, Local/State Maintained: 60.0%). Day roosts were found in all highway system categories, but relatively more were in the Local/State Maintained category; maternity colonies were in all but the interstate category. Bat species identified at day roosts included Big Brown Bat (Eptesicus fuscus), Hoary Bat (Lasiurus cinereus), Little Brown Myotis (Myotis lucifugus), and Western Small-footed Myotis (M. ciliolabrum), none of which is a state Animal Species of Concern; use of a bridge for day-roosting by the Hoary Bat is apparently the first documented case for this species. Day roosts occupied in 2003 and 2004 included maternity colonies of Big Brown Bat (2) and Little Brown Myotis (2). Use of bridges for roosting, and intensity of use at night roosts, were generally unrelated to the landscape within 3 km (1.86 mi) of the structure. Only mean percent of forest cover was significantly greater around day roost structures, but substantial overlap among unused, night roost, and day roost categories indicated that this pattern was a trend and not the major influence on structure use by bats. All day roosts were found within 8 km (5 mi) of riparian corridors. Bats used 75.9% of concrete structures, 37.5% of steel structures, and 31.6% of wooden ones. Day roosts were found in concrete or wood structures, none in steel; three maternity colonies were in wood bridges, one in a concrete bridge. Slab bridges were the least preferred concrete spans because they provided few if any protected sites for roosting bats on the underside of the deck. Night roosting bats perched on the exposed vertical surfaces of girders of concrete and steel bridges. Day roosting sites in concrete bridges included accessible expansion joints between cast-in-place and T-beam bridge sections, the longitudinal slots on the underdeck of parallel box-beam structures, and the space between two abutting bridge lanes. Day roosts in wood bridges included the narrow space between parallel girders, and the spaces between wood supports under the deck where railing posts were anchored. Of the 12 day-roosts found in 2003, nine, including all maternity colonies, were occupied on at least one visit in 2004. Maternity colonies were occupied from early June (possibly late May) into September, but dispersal from them had begun by late August.
KW - Bats (Animals)
KW - Billings (Montana)
KW - Box beams
KW - Concrete bridges
KW - Girders
KW - Habitat (Ecology)
KW - Highway bridges
KW - Montana
KW - Steel structures
KW - T beams
KW - Wooden bridges
UR - https://www.mdt.mt.gov/other/webdata/external/research/docs/research_proj/bat/final_report.pdf
UR - https://trid.trb.org/view/769446
ER -
TY - RPRT
AN - 01014971
AU - California Department of Transportation
AU - Federal Highway Administration
TI - Interstate 680 High Occupancy Vehicle & Auxiliary Lanes, Sunol Grade Northbound: Negative Declaration with Initial Study and Environmental Assessment
PY - 2005/06
SP - 128p
AB - The California Department of Transportation (Caltrans) proposes to construct a high occupancy vehicle (HOV) lane, auxiliary lanes, and related improvements along a 35-km stretch of Interstate 680 known as the Sunol grade The project also includes widening of the roadway and bridges and the installation of ramp metering equipment at fourteen northbound onramps. Sound barriers and retaining walls will also be constructed as needed. The objective of the project is to encourage carpooling and transit use through the HOV lane incentive and reduce congestion by providing more maneuvering room near high volume on/off ramps.
KW - Alameda County (California)
KW - Auxiliary lanes
KW - Environmental impacts
KW - High occupancy vehicle lanes
KW - Santa Clara County (California)
UR - https://trid.trb.org/view/767846
ER -
TY - RPRT
AN - 01015048
AU - Herman, Lloyd A
AU - Withers, Jared M
AU - Ohio University, Athens
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - Effectiveness of Tire/Road Noise Abatement Through Surface Retexturing by Diamond Grinding
PY - 2005/06//Final Report
SP - 96p
AB - A portion of I-76, near Akron, Ohio, had been reconstructed by the Ohio Department of Transportation (ODOT) using concrete to replace the previous surface, which was constructed of asphalt. In the process of reconstruction, the concrete surface was textured with random transverse grooves to comply with the current ODOT specification. Subsequent to construction, residents living in the project area as far as 2600 ft (800 m) from the roadway, perceived an unfavorable difference in their noise environment, which they attributed to the new concrete pavement used on the reconstruction project. Therefore, a project was initiated to retexture the pavement surface by diamond grinding. The transverse grooves were replaced with longitudinal grooves. Traffic noise measurements were made before and after grinding at five sites in the project area, at distances from 7.5 m to 120 m from the center of the near travel lane. The average reduction in broadband noise at 7.5 m was 3.5 dB, and the average reduction at 15 m was 3.1 dB. Spectrum analysis showed the greatest reduction in noise occurred at frequencies above 1 kHz and that the retexturing had little to no effect on frequencies less than 200 Hz.
KW - Akron (Ohio)
KW - Before and after studies
KW - Concrete pavements
KW - Diamond grinding
KW - Interstate highways
KW - Longitudinal grooving
KW - Noise
KW - Pavement grooving
KW - Rolling contact
KW - Specifications
KW - Texture
KW - Traffic noise
UR - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2005/Environmental/134174-FR.pdf
UR - https://trid.trb.org/view/771469
ER -
TY - RPRT
AN - 01013380
AU - Shuler, Scott
AU - Colorado State University, Fort Collins
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - Density Profiling of Asphalt Pavements
PY - 2005/06//Final Report
SP - 74p
AB - Asphalt pavement density measurements were made using a conventional nuclear density gauge and a new electrical resistivity device called the “Pavement Quality Indicator.” Five sets of density tests were made at each of nine sites during, or immediately following paving operations between July and September, 2004. Testing at each site attempted to capture differences in density caused by segregation under five distinct sets of circumstances. These included strip segregation along the centerline created by the auger gearbox of the paver, other visible segregation caused by practices such as truck dumping practices and hopper wing folding, transverse segregation caused by inherent design configurations of the paver including the slat conveyor system, screed extensions and stopping of the paver. Control sections were included where segregation was not visible during construction. Tests were conducted at random for each data set and replicated so that rigorous statistical analysis could be conducted. Results indicate that for the “strip” and “visible” data sets, an average decrease in density apparently occurs in the location of the segregation when all nine sites are included in the analysis. However, variability of the density data for all nine sites was very high. This variability is likely related to the differences in segregation occurring at each site. For example, some sites had noticeable segregation during construction while other sites had only minor segregation. To reduce this variability, further analysis of the data should be conducted after the sites are grouped according to the severity of the segregation present.
KW - Asphalt pavements
KW - Density
KW - Electrical resistivity
KW - Nondestructive tests
KW - Nuclear density gages
KW - Quality control
KW - Road construction
KW - Segregation (Aggregates)
KW - Statistical analysis
UR - http://www.dot.state.co.us/publications/PDFFiles/DensityProfile.pdf
UR - https://trid.trb.org/view/767880
ER -
TY - RPRT
AN - 01011125
AU - Walton, Jennifer R
AU - Barrett, Monica L
AU - Agent, Kenneth R
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Evaluation of Methods to Limit the Time Taken to Investigate Crash Sites
PY - 2005/06//Final Report
SP - 70p
AB - Highway crashes have significant direct and indirect costs associated with them. Substantial sources of indirect costs are the congestion and delays that result from lane blockages or road closures while the crash is being investigated and the site cleared. In many cases, vehicles could be moved and roadways reopened very quickly, but this does not occur because of the need (or perceived need) to conduct a detailed investigation of the crash scene. The objective of this study was to identify opportunities to reduce the time required to investigate and clear crash scenes. This project includes a review of state and national best practices with a specific, detailed examination of the use of photogrammetry for reconstruction. Recommendations are presented to reduce the time taken to investigate crash sites.
KW - Best practices
KW - Crash investigation sites
KW - Crash reconstruction
KW - Photogrammetry
KW - Time duration
KW - Traffic congestion
KW - Traffic delays
UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_15_SPR_280_04_1F.pdf
UR - https://trid.trb.org/view/767469
ER -
TY - RPRT
AN - 01011103
AU - Carlson, Daniel L
AU - Simmons, Jill
AU - Hill, Zack
AU - Atchison, Alex
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - The CTR Performance Grant Program: Strengthening the Program's Structure and Market
PY - 2005/06//Final Research Report
SP - v.p.
AB - Through the Commute Trip Reduction (CTR) Performance Grant program, the Washington State Department of Transportation (WSDOT) is breaking new ground by testing whether the state can obtain transportation capacity by purchasing single occupant vehicle trips as well as roadway infrastructure. WSDOT hired a research team at the Evans School of Public Affairs to examine the program's design and market structure to identify ways both could be modified to better achieve program goals. The research team determined that WSDOT is a true innovator in seeking ways to increase capacity and reduce congestion, but that the CTR Performance Grant program could be more effective if WSDOT clarified whether its primary goal is trip removal or innovation. Furthermore, the state could more easily remove high impact trips from the transportation system if the program focused more narrowly on peak hour trips in high-use corridors.
KW - Commuting
KW - Grant aid
KW - Highway capacity
KW - Innovation
KW - Single occupant vehicles
KW - Traffic congestion
KW - Trip reduction programs
UR - http://www.wsdot.wa.gov/research/reports/fullreports/609.1.pdf
UR - https://trid.trb.org/view/767327
ER -
TY - RPRT
AN - 01011100
AU - Moudon, Anne Vernez
AU - Sohn, D W
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Transportation-Efficient Land Use Mapping Index (TELUMI) Phase 3 of Integrating Land Use and Transportation Investment Decision-Making
PY - 2005/06//Final Research Report
SP - 128p
AB - The objective of this project was to devise a conceptually simple tool that operationalized the complex relationship between land use and travel behavior. The Transportation-Efficient Land Use Mapping Index (TELUMI) is a set of maps that depicts how the region's urban form affects overall transportation system efficiency. Nine map layers represent the effects of individual land-use variables on transportation efficiency. They include density (residential and employment), mix of uses (shopping and school traffic, the presence of neighborhood centers (NC)), network connectivity (block size), parking supply (amount of parking at grade), pedestrian environment (slopes), and affordable housing. The tenth layer is a composite index, which takes into account the relative effects of each of the nine variables on transportation efficiency, based on a statistical analysis that modeled the relationship between the land-use variables and King County bus ridership. Each land-use variable is mapped by using three categories, which define zones of high, latent, and low transportation efficiency (TE). High TE values correspond to many convenient transportation options, including transit, non-motorized, and other non-SOV (single-occupant vehicle) travel options. Low TE corresponds to few transportation options beyond SOV travel. Latent TE indicates that travel options remain limited, but that land-use conditions in these zones are favorable enough to permit easy and effective increases in future travel options--either via transportation system investments, demand management or other programmatic actions, or land-use changes. The visual dimension of the TELUMI's maps make the tool an attractive means of communication with lay audiences, while its quantitative capabilities can speak to transportation and urban planning professionals. While the TELUMI now shows how to rate areas of the Puget Sound for their existing transportation efficiency, it can and should also be used to set goals for future transportation efficiency and to monitor progress over time. Changes in the values of land-use variables can be assessed in terms of their impact on the region's overall transportation efficiency.
KW - City planning
KW - Decision making
KW - Investments
KW - Land use
KW - Mapping
KW - Nonmotorized transportation
KW - Public transit
KW - Puget Sound
KW - Single occupant vehicles
KW - Transportation efficiency
KW - Travel behavior
KW - Urban form
UR - http://www.wsdot.wa.gov/research/reports/fullreports/620.1.pdf
UR - https://trid.trb.org/view/767349
ER -
TY - RPRT
AN - 01011098
AU - Turkiyyah, George
AU - University of Washington, Seattle
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Feasibility of Backcalculation Procedures Based on Dynamic FWD Response Data
PY - 2005/06//Research Report
SP - 47p
AB - The falling weight deflectometer (FWD) test is a commonly used method for the evaluation of the structural performance of pavement systems. In the FWD test, a large weight is raised off the ground and dropped onto a rubber loading pad creating an impulse load representative of the real loading imposed by heavy traffic on the pavement. The excitation produced by the loading sets off waves in the pavement and underlying soil. Deflection time histories are gathered by an array of sensors placed at several nearby locations. The traditional method for interpreting the FWD data to backcalculate structural pavement properties involves extracting the peak deflection from each displacement trace of the sensors (deflection basin) and matching it through an iterative optimization method to the deflections predicted by a static model of the pavement. This approach is computationally efficient and, when the depths of the layers are known and their properties are largely homogeneous with depth, the procedure is effective in backcalculating layer properties. However, when the depths are uncertain or when the moduli vary within a layer, the static backcalculation scheme may not yield reliable results. The goal of this study is to investigate the feasibility and effectiveness of using the complete time history of the FWD test to overcome some of the limitations of the static backcalculation procedure, and recover pavement layer moduli distribution and thickness. The problem is also formulated as a numerical minimization problem, where the unknowns are the resilient moduli of thin "computational layers" that discretize the profile. The initial finding is that this optimization formulation regularized by constraints on the magnitude and spatial gradient of the moduli, coupled with a continuation scheme for imposing the regularization terms, can overcome the ill-posedness nature of the original optimization problem. The computational effort for solving this inverse problem, however, is very significant as it requires repeated calls to the expensive forward problem: an elastodynamic simulation in stiff heterogeneous media. Additional work is needed to speed up the forward problem to be able to perform a more comprehensive evaluation with field data.
KW - Backcalculation
KW - Deflection
KW - Falling weight deflectometers
KW - Feasibility analysis
KW - Modulus of resilience
KW - Pavement layers
KW - Pavement performance
UR - http://www.wsdot.wa.gov/research/reports/fullreports/586.1.pdf
UR - https://trid.trb.org/view/767306
ER -
TY - RPRT
AN - 01011097
AU - Pearson, W H
AU - Mueller, R P
AU - Sargeant, S L
AU - May, C W
AU - Battelle Marine Sciences Laboratory
AU - Federal Highway Administration
TI - Evaluation of Juvenile Salmon Leaping Ability and Behavior at an Experimental Culvert Test Bed
PY - 2005/06//Research Report
SP - 45p
AB - This report provides data from the biological tests conducted in December 2004 and January 2005 by Battelle Pacific Northwest Division for the Washington State Department of Transportation at the Culvert Test Bed located at the Washington Department of Fish and Wildlife Skookumchuck Hatchery near Tenino, Washington. The work reported here aimed to determine the leaping ability of juvenile hatchery coho salmon as the fish entered a perched culvert. Results of the trials showed that entry rate and passage success decreased as outfall drop increased. The dominant behavior used to accomplish entry varied with outfall drop. When Overcoming the 0-cm and 12-cm outfall-drop configurations, juvenile coho predominantly used swim-in behavior. For the greater outfall drops of 20 and 26 cm, juvenile coho used leaping behavior for culvert entry. Juvenile coho were not able to successfully overcome the 32-cm outfall drop, which was equivalent to approximately 3 body lengths for the 100-mm coho tested in this study.
KW - Culverts
KW - Fish passage
KW - Outfall drop
KW - Salmon
KW - Washington (State)
UR - http://www.wsdot.wa.gov/research/reports/fullreports/613.1.pdf
UR - https://trid.trb.org/view/767331
ER -
TY - RPRT
AN - 01011096
AU - Frank, Lawrence
AU - Chapman, James
AU - Bradley, Mark
AU - Lawton, T Keith
AU - Lawrence Frank & Company, Incorporated
AU - Washington State Department of Transportation
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Travel Behavior, Emissions & Land Use Correlation Analysis in the Central Puget Sound
PY - 2005/06//Research Report
SP - 176p
AB - A growing body of research documents that land use relates with travel mode choice, distances and time spent traveling, and household level vehicle emissions. However, to date little work has been done at a sufficiently disaggregate scale to gain an understanding of how local governments should alter their land use policies and plans to reduce vehicle use and encourage transit and non-motorized forms of travel. This study of the four county Central Puget Sound region links parcel level land use data with travel data collected from the Puget Sound Household Travel Survey (PSHTS). The primary aim of the study is to describe how measures of land use mix, density, and street connectivity where people live and work influences their trip making patterns including trip chaining and mode choice for home based work trips, home based non-work trips, and mid day trips from work. Land use measures are developed within one km of the household and employment trip ends in the survey. Tour based models are developed to estimate the relative utility of travel across available modes when controlling for level of service, regional accessibility to employment, and socio-demographic factors. A secondary aim of the project is to estimate the linkages between land use and household generations of Oxides of Nitrogen and Volatile Organic Compounds that are precursors to the formation of harmful ozone. Emissions are estimated based on modeled speeds for AM, PM, and off peak travel at the trip link level and then aggregated to the household level. Household emissions are then correlated with land use patterns where people live when controlling for socio-demographic factors. An exploratory analysis was also conducted as part of this work to estimate how land use patterns where people work influences their modal choice and engagement in travel demand management (TDM) programs offered by employers. The project relied on the Commute Trip Reduction Database from Washington State Department of Transportation (WSDOT). However, it was found that additional development of these data is necessary before this type of analysis can be done. Results are presented that document how much of an increase in the utilization of specific modes of travel for work and non-work travel would likely accrue from specific types of land use changes, and from changes to travel cost and travel time.
KW - Correlation analysis
KW - Exhaust gases
KW - Land use
KW - Mode choice
KW - Nitrogen oxides
KW - Non-work trips
KW - Off peak periods
KW - Peak periods
KW - Puget Sound
KW - Travel behavior
KW - Travel surveys
KW - Trip chaining
KW - Volatile organic compounds
KW - Work trips
UR - http://www.wsdot.wa.gov/research/reports/fullreports/625.1.pdf
UR - https://trid.trb.org/view/767437
ER -
TY - RPRT
AN - 01011094
AU - Northern Economics, Incorporated
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - State Route 105: Benefit - Cost Analysis
PY - 2005/06//Final Research Report
SP - 123p
AB - The State Route 105 Emergency Stabilization project, completed in September of 1997, was an effort to protect the sole road into the North Cove area of Washington State--Route 105--from imminent destruction due to shore erosion. The report provides an assessment of: project impacts on local fish habitat; the projected timing and costs of future beach renourish; and a strategy to provide better analysis of potential environmental impacts for future emergency projects.
KW - Beach nourishment
KW - Beaches
KW - Benefit cost analysis
KW - Coastal roadways
KW - Coasts
KW - Environmental impacts
KW - Erosion control
KW - Fishes
KW - Habitat (Ecology)
KW - Soil stabilization
KW - State highways
KW - Washington (State)
UR - http://www.wsdot.wa.gov/research/reports/fullreports/626.1.pdf
UR - https://trid.trb.org/view/767440
ER -
TY - JOUR
AN - 01010744
JO - Public Roads
PB - Federal Highway Administration
AU - Kopac, Peter
TI - Dispelling Highway Construction Myths
PY - 2005/06
VL - 68
IS - 6
SP - pp 52-57
AB - The article examines a few commonly believed half-truths hoping that it will help materials, structural, and pavements engineers develop sound and effective quality assurance programs. Dispelling the more persistent myths that have gained a strong foothold can help engineers develop a better understanding of the concepts and principles needed to produce and implement sound and effective quality assurance specifications. The following eight myths deserve consideration: You can't inspect quality into the product; the ultimate goal is product performance; with the evolution of specifications come continual improvements in quality; quality assurance specifications provide higher quality than method specifications; percent within limits is the ideal quality measure; all pay adjustment schedules provide an incentive for quality; agencies need not measure materials and construction quality on a warranty project; buyers and sellers risks should be balanced. The more common myths discussed here are all simple or absolute statements that sound good or look good at first glance, The quality assurance practitioner should give these statements due consideration and thought before believing them. Identifying a myth helps reaching a better conceptual understanding that will promote better out-of-the-box thinking that is necessary for quality assurance to keep progressing.
KW - Buyers
KW - Construction
KW - Construction engineering
KW - Performance based specifications
KW - Quality assurance
KW - Risk management
KW - Risk taking
KW - Road construction
KW - Structural engineering
KW - Warranty
UR - http://www.fhwa.dot.gov/publications/publicroads/05may/08.cfm
UR - https://trid.trb.org/view/763070
ER -
TY - JOUR
AN - 01006712
JO - Public Roads
PB - Federal Highway Administration
AU - Culp, Michael
AU - Lee, Esther J
TI - Improving Travel Models Through Peer Review
PY - 2005/06
VL - 68
IS - 6
SP - pp 44-51
AB - The article describes Federal Highway Administration's (FHWA) panels that are helping States and metropolitan areas refine their travel demand models to enhance transportation decision making. A partnership called the Travel Model Improvement Program (TMIP) is conducting research and delivering technical assistance and training to transportation planners. The Federal Transit Administration, U.S. Environmental Protection Agency and FHWA cooperatively support TMIP. The partnership is helping metropolitan planning organizations (MPOs) and state departments of transportation improve the techniques they use to inform decision makers on how growth in population and employment, development patterns, and investments in transportation infrastructure affect travel, congestion, air quality, and quality of life. Between June 1, 2003 and May 30, 2004, TMIP sponsored nine peer review panels held at the following locations: Denver, Colorado Regional Council of Governments, Atlanta, Georgia Regional Commission, Ohio-Kentucky-Indiana Regional Council of Governments, Southern California Association of Governments, North Carolina Department of Transportation, and Iowa Department of Transportation. Individual reports on the issues and recommendations discussed at each peer review panel are posted on the TMIP Web site at http://tmip.fhwa.dot.gov/services/peer_review_program/status.stm.
KW - Decision making
KW - Improvements
KW - Metropolitan areas
KW - Metropolitan planning organizations
KW - Peer groups
KW - Planning
KW - Reviews
KW - State departments of transportation
KW - Technical assistance
KW - Traffic forecasting
KW - Training
KW - Transportation planning
KW - Travel demand
UR - http://www.fhwa.dot.gov/publications/publicroads/05may/07.cfm
UR - https://trid.trb.org/view/763069
ER -
TY - JOUR
AN - 01010751
JO - Public Roads
PB - Federal Highway Administration
AU - Snead, Sande
TI - Route 17 - The Four Decade Project
PY - 2005/06
VL - 68
IS - 6
SP - pp 28-34
AB - After almost 40 years of project gridlock and many starts and stops, a road in Virginia's Dismal Swamp is nearing completion. The U.S. 17 widening project in southeastern Virginia adjoining the famous Great Dismal Swamp National Wildlife Refuge includes 307 hectares (758 acres) donated wetlands, construction of a bear crossing as well as installation of culverts that will provide crossings for smaller wildlife. The project has taken 36 years and cooperation between six state and federal agencies and 21 environmental agencies..
KW - Great Dismal Swamp
KW - Pavement widening
KW - Road construction
KW - U.S. Route 17
KW - Virginia
UR - http://www.fhwa.dot.gov/publications/publicroads/05may/05.cfm
UR - https://trid.trb.org/view/763067
ER -
TY - JOUR
AN - 01006732
JO - Public Roads
PB - Federal Highway Administration
AU - Levy, Alex
TI - Where the Wildlife Meets the Road
PY - 2005/06
VL - 68
IS - 6
SP - pp 2-9
AB - This article describes an International Scanning Tour for Wildlife Habitat Connectivity across European highways in October 2001 to visit portions of five nations to determine which strategies might be adapted for use in the United States. During the period since the end of the tour, the participants have used the insights gained during the tour and applied them in the U.S. context. New techniques, training courses and workshops, print and online resources for practitioners, policy advocates and on the ground research are some of the efforts. The participants brought back from their European counterparts observations and ideas on wildlife issues that can be incorporated into transportation projects. Issues such as understanding habitat issues, early integration of wildlife impact mitigation into project planning, tools for mapping habitat, managerial support, and intreragency cooperation.
KW - Conservation
KW - Cooperation
KW - Europe
KW - Habitat (Ecology)
KW - Impact
KW - Integrated planning
KW - Interagency relations
KW - Mapping
KW - Mitigation measures (Ecology)
KW - Programming (Planning)
KW - Project management
KW - Safety
KW - Strategic planning
KW - United States
KW - Wildlife
UR - http://www.fhwa.dot.gov/publications/publicroads/05may/01.cfm
UR - https://trid.trb.org/view/763064
ER -
TY - RPRT
AN - 01006508
AU - Ernzen, Julie M
AU - Julie M Ernzen
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - Port Runners - Impacts and Solutions
PY - 2005/06//Final Report
SP - 103p
AB - The purpose of this research is to quantify the occurrence of port running in the State of Arizona. Port running is the term used to describe the action of evading or bypassing ports of entry. The Arizona Department of Transportation (ADOT) uses various ports of entry scattered throughout the state to monitor the commercial truck traffic that travels through the state for compliance with weight limits, safety regulations, and fee payments. Port runners create a large problem for ADOT because they potentially endanger the safety of other motorists, they over-stress our highways, causing major maintenance issues, and they avoid paying the fees that ADOT uses to maintain and construct new roadways. In addition to noncompliance, port runners are sometimes found carrying unlawful cargo, such as uninspected agriculture and/or illegal aliens, which create large economic and security risks for the State. This report contains a literature review of the current research that has been performed on this issue. An understanding of the existing literature on port runners and overweight commercial trucks helps to provide a framework for the rest of the research. It reveals estimated volume, safety, revenue, and pavement impacts related to this problem. It also begins to show the extent to which this problem affects other states and the methods they use to deter port runners. The research includes a study of the current data collected by the ADOT on traffic and revenue. These data have been used to estimate the volume of port running that occurs in Arizona. These data also offer insight into the actual dollar cost this problem presents for the State. A survey of all other state departments of transportation was conducted to gain a better understanding of the prevalence of this problem. The survey questions were directed to gain each state's estimate of the volume of port evasion that occurs in the state and how it is monitored. The survey also reveals techniques used by other states to reduce the frequency of port running, if any. These data were compiled and the results shown in tabular and graphical formats. A significant portion of this project consisted of field time--time spent at various ports of entry through out the state. The researchers conducted a sampling of the commercial truck traffic at carefully selected ports. Researchers monitored the number of trucks that successfully passed through the weigh station in a given amount of time. Researchers also recorded the number of trucks that were not inspected but rather waved through, along with trucks that passed through when the weigh station is not open. Finally, routes that could be used to bypass the weigh stations were staked out, and the number of trucks that passed along those routes in a given amount of time was recorded. These data were used to estimate the total volume of trucks that are evading Arizona's weigh stations. The report concludes with a summary of the impact of port running on the State of Arizona. It also offers operational, structural, and business-related recommendations ADOT can use to reduce the prevalence of this activity.
KW - Arizona
KW - Bypasses
KW - Commercial vehicles
KW - Compliance
KW - Economic impacts
KW - Fees
KW - Illegal aliens
KW - Monitoring
KW - Noncompliance
KW - Overweight loads
KW - Payment
KW - Port running
KW - Ports of entry
KW - Recommendations
KW - Regulations
KW - Revenues
KW - Safety
KW - Security
KW - Size and weight regulations
KW - Truck traffic
KW - Trucks
KW - Uninspected cargo
KW - Weigh stations
UR - http://azmemory.azlibrary.gov/cdm/ref/collection/statepubs/id/1254
UR - http://ntl.bts.gov/lib/24000/24900/24971/AZ563.pdf
UR - https://trid.trb.org/view/762602
ER -
TY - RPRT
AN - 01005741
AU - Myers, John
AU - Yang, Yumin
AU - University of Missouri, Rolla
AU - Research and Special Programs Administration
AU - Missouri Department of Transportation
AU - Federal Highway Administration
TI - High Performance Concrete for Bridge A6130-Route 412 Pemiscot County, MO
PY - 2005/06//Final Report
SP - 417p
AB - Because of its significant economic savings and greater design flexibility, high performance concrete (HPC) is becoming more widely utilized in highway bridge structures. High performance bridges with HPC and large diameter prestressed strands are becoming more attractive to designers. A prestressed HPC highway bridge was constructed in Missouri using concrete with 56 day strength of up to 86 MPa (12,500 psi). The utilization of HPC allowed for larger girder spacing and longer spans than typically used in conventional prestressed concrete bridges. The Bridge A6130 in Pemiscot County, Missouri, is a five-span, simply-supported for dead load HPC highway bridge carrying Route 412 over a drainage ditch. Two of the span lengths for the bridge are 15.5 m (50.85 ft) each, and 3 of the span lengths are 17.0 m (55.77 ft) each. The bridge was designed with MoDOT type 21-girder in conjunction with HPC and 15.2 mm (0.6 in.) diameter prestressing strands. HPC materials for both girders and the cast-in-place deck are studied for both mechanical and material properties including compressive strength, modulus of elasticity, splitting strength, freeze-thaw, abrasion resistance, deicing scaling, ponding chloride, rapid chloride permeability, creep, shrinkage, and coefficient of thermal expansion. This project is sponsored by the Missouri Department of Transportation, the Federal Highway Administration and the University Transportation Center at the University of Missouri-Rolla.
KW - Abrasion resistance
KW - Bridge decks
KW - Cast in place concrete
KW - Chlorides
KW - Compressive strength
KW - Creep
KW - Freeze thaw durability
KW - Girders
KW - High performance concrete
KW - Highway bridges
KW - Mechanical properties
KW - Missouri
KW - Modulus of elasticity
KW - Permeability
KW - Ponding
KW - Prestressed concrete bridges
KW - Prestressed strands
KW - Properties of materials
KW - Scaling (Concrete)
KW - Shrinkage
KW - Thermal expansion
UR - https://trid.trb.org/view/761606
ER -
TY - JOUR
AN - 01005832
JO - Public Roads
PB - Federal Highway Administration
AU - Suarez, Evelio
AU - Hoeflich, Kevin
TI - The End of the Tollbooth?
PY - 2005/06
VL - 68
IS - 6
SP - pp 64-70
AB - According to the U.S. Department of Transportation's 2003 Transportation Statistics Annual Report, it takes 39% longer to make a rush hour trip in urban areas compared with the time it would take if traffic were flowing freely. Even though billions have been spent in transportation improvements over the past decade, resources and funding remain limited, and it will not be possible to build our way out of traffic congestion. This article looks at one solution that could improve the existing roadways: removing a manmade obstacle, the tollbooth. Florida is testing a prototype installation of open-road tolling technology for future deployment. The open-road electronic toll collection or open road tolling (ORT) is gaining popularity as a possible means to increase throughput and funding at the same time. It takes just 16 milliseconds for the cameras, computer equipment, and electronic radio antennas to read and write to SunPass transponders as vehicles travel at highway speeds at the prototype installation under the Oakland Park Boulevard Bridge near Fort Lauderdale. This open-road tolling demonstration site is the precursor to larger open road tolling installation being studied for implementation soon.
KW - Automated toll collection
KW - Demonstration projects
KW - Florida
KW - Fort Lauderdale (Florida)
KW - Open road
KW - Open road tolling
KW - Prototypes
KW - Toll booths
KW - Tolls
KW - Traffic congestion
UR - http://www.fhwa.dot.gov/publications/publicroads/05may/10.cfm
UR - https://trid.trb.org/view/760892
ER -
TY - JOUR
AN - 01006326
JO - Public Roads
PB - Federal Highway Administration
AU - Lee, Seung-Kyoung
AU - Krauss, Paul D
AU - Virmani, Y Paul
TI - Resisting Corrosion
PY - 2005/06
VL - 68
IS - 6
SP - pp 58-63
AB - Deterioration of bridge decks caused by corrosion of reinforcing bars can be a major problem. Chloride ions from deicing salts are the main culprit responsible for the premature deterioration of reinforced concrete bridge decks because they can induce corrosion of the reinforcing steel. Voluminous corrosion products exert hoop stress on the surrounding concrete, resulting in cracking and spalling. In the mid 1970s, corrosion engineers and the coating industry introduced epoxy-coated reinforcing bar (ECR)as a means of extending the service life of highway structures by minimizing corrosion of the reinforcing steel. Currently, 48 state highway agencies use ECR as the most common corrosion protection system for bridge decks. According to 2003 data in Federal Highway Administration's (FHWA) National Bridge Inventory, more than 54,000 bridge decks contain ECR. This article reviews the testing and results of an FHWA 5-year laboratory test project titled Corrosion Resistant Reinforcing for Concrete Components. The results indicated that using American Society for Testing and Materials specified ECR applied by a certified coater in both top and bottom mats as the primary corrosion protection system coupled with high performance concretes and a minimum 2.5" cover is the most economical and cost effective method to build durable bridge decks until alternative reinforcements, such as solid stainless steel bars and stainless steel-clad bars possessing excellent corrosion resistance properties become readily available.
KW - Bridge decks
KW - Contaminants
KW - Corrosion
KW - Corrosion protection
KW - Corrosion resistance
KW - Corrosion resistant materials
KW - Deicing chemicals
KW - Environment
KW - Epoxy coatings
KW - Epoxy-coated reinforcing bar
KW - High performance concrete
KW - Highway bridges
KW - U.S. Federal Highway Administration
UR - http://www.fhwa.dot.gov/publications/publicroads/05may/09.cfm
UR - https://trid.trb.org/view/760888
ER -
TY - JOUR
AN - 01006309
JO - Public Roads
PB - Federal Highway Administration
AU - Sharif, Mo
TI - Protecting New York City's Bridge Assets
PY - 2005/06
VL - 68
IS - 6
SP - pp 35-43
AB - The Brooklyn, Manhattan, Queensboro, and Williamsburg Bridges are not just part of the city's highway infrastructure, they are the red carpets ushering residents, commuters, and visitors to and from Manhattan. The four bridges were built between 1883 and 1909. Despite the functional and symbolic importance of the bridges, New York City's transportation budget has been insufficient for maintaining the structures adequately over the years. At the same time, Federal legislation has funded the full replacement of bridges, but not maintenance. It was not until 1996 that the Federal Government transportation legislation allowed States and cities to use Federal money for certain maintenance activities. This article reviews how New York City, tapping into the newly available Federal funding, developed a partnership with Federal Highway Administration (FHWA) and New York State Department of Transportation (NYSDOT), and in 1997 implemented a preventive maintenance program for the four East River bridges. New York State also is helping to ensure that the Federal investment is protected. The article provides a table with details for the Brooklyn Bridge implementation plan, listing maintenance activities, indicates how frequently they are conducted, who performs each task, and contract item numbers if available. Plans for the other three bridges are similar. Also provided is a listing of preventive maintenance activities. Current and anticipated staffing levels were developed based on discussions held with FHWA and NYSDOT during their review of the preventive maintenance program. As a part of the preventive maintenance program, the city will develop and implement, in coordination with FHWA and NYSDOT, a comprehensive computerized preventive maintenance management system.
KW - Bridges
KW - Brooklyn Bridge (New York)
KW - Federal aid
KW - Historic bridges
KW - Implementation
KW - Maintenance
KW - Manhattan Bridge (New York, New York)
KW - New York (New York)
KW - New York City Department of Transportation
KW - New York State Department of Transportation
KW - Personnel
KW - Plan implementation
KW - Preventive maintenance
KW - Queensboro Bridge
KW - Repairing
KW - Selection and appointment
KW - State aid
KW - Williamsburg Bridge
UR - http://www.fhwa.dot.gov/publications/publicroads/05may/06.cfm
UR - https://trid.trb.org/view/760875
ER -
TY - JOUR
AN - 01006322
JO - Public Roads
PB - Federal Highway Administration
AU - Ormsby, Clay
AU - Liu, Rongtang
TI - A Look at Transportation Forensics
PY - 2005/06
VL - 68
IS - 6
SP - pp 14-19
AB - Scanning electron microscopes (SEM) are most often associated with criminal forensics and investigations, but they also have a place in transportation analysis and research. The article investigates how the transportation community might benefit from SEM, and provides some examples, such as: resembling a topographic view of an alien landscape, an SEM image can show small particles or components of deterioration before they cause safety risks on a bridge structure; SEM can help analyze crack failure, fatigue, and brittle fracture in steel structures, or provide quality assurance for paint applications. Some of the Federal Highway Administration (FHWA) research projects using SEM include: evaluation of the durability of both geosynthetic materials and Portland cement concrete; evaluation of bridge coatings and paints; recovery and disposal of hazardous materials like asbestos and lead-based paint; and, together with the Smithsonian Institution's Freer Gallery, study of ancient ceramic materials excavated in northern China. These examples represent just a handful of the numerous current and potential applications for the use of SEM in highway research and development. The benefits of applying SEM techniques to relevant research projects reach beyond improved understanding of the physical and chemical processes that affect materials, they include enhancing the safety and durability of the transportation infrastructure.
KW - Archaeology
KW - Asbestos
KW - Bridges
KW - Ceramic materials
KW - Coatings
KW - Cracking
KW - Durability
KW - Electron microscopes
KW - Fatigue (Mechanics)
KW - Forensic science
KW - Fracture properties
KW - Geosynthetics
KW - Hazardous materials
KW - Infrastructure
KW - Lead based paint
KW - Paint
KW - Portland cement concrete
KW - Quality assurance
KW - Research projects
KW - Safety
KW - Scanning electron microscopes
UR - http://www.fhwa.dot.gov/publications/publicroads/05may/03.cfm
UR - https://trid.trb.org/view/760864
ER -
TY - JOUR
AN - 01006317
JO - Public Roads
PB - Federal Highway Administration
AU - Kenley, Erin
TI - On the Road to Safer Roads
PY - 2005/06
VL - 68
IS - 6
SP - pp 10-13
AB - With 175 fatalities per year in vehicle crashes, South Dakota has one of the highest fatality rates in the country. These fatalities cost the state more than $700 million annually. This article examines the state's realistic and attainable strategic plan for reducing highway fatalities. South Dakota's new comprehensive and integrated plan incorporates these critical elements necessary for highway safety strategy: vision and mission statements; data drive; integrated and comprehensive (four Es - engineering, enforcement, education, emergency services); goals and targets; and measurable success factors and time frames. The 11 identified problem areas are: commercial vehicles; data and technology; driver education; enforcement; emergency response services; alcohol and drugs; media; motorcycle safety; safe communities; engineering; and occupant protection. The three critical elements that led to the successful development of the safety plan were: the support of the safety community's leadership; the determination and commitment of the 'three champions'; the strong partnerships among public agencies and private interest groups.
KW - Crash rates
KW - Fatalities
KW - Highway safety
KW - Safety campaigns
KW - Safety education
KW - Safety engineering
KW - Safety improvement
KW - Safety programs
KW - South Dakota
KW - State highways
KW - Strategic planning
KW - Traffic safety
KW - United States
UR - http://www.fhwa.dot.gov/publications/publicroads/05may/02.cfm
UR - https://trid.trb.org/view/760863
ER -
TY - RPRT
AN - 01003793
AU - Ellington, David B
AU - Hoel, Lester A
AU - Miller, John S
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - A Tale of Three Regions: Influence of Highway Investments on Population and Traffic Growth in Virginia
PY - 2005/06//Final Report
SP - 84p
AB - To what extent may highway investments shape population growth and land development? To answer this question, three decades of data were examined in the Virginia locations of Fairfax County, Spotsylvania County, and Newport News. In each location, a highway investment (or deliberate decision not to make such an investment) was proposed by some as an instrument for increasing, shaping, or decreasing population or development growth. The case study approach was used, considering Fairfax County's decision not to build Monticello and other freeways proposed in 1960s comprehensive plans, Spotsylvania's efforts to manage Route 3 traffic congestion, and Newport News' desire for the construction of I-664. By comparing what planners intended these transportation decisions to accomplish with what transpired, the adequacy of using highway investments to influence growth may be assessed. The results suggest that in many ways, transportation investments are a blunt policy instrument. They can and do affect short-term travel and longer term location choices, but it is difficult to use investments to manage growth precisely. In fact, in none of the three case studies were all planners' intentions realized: when planned roads were not built in order to stop growth, growth continued, and when roads were built to encourage development or redevelopment in a specific location, growth occurred elsewhere. Yet, the three case studies suggest several findings that, if applied to planning practice, can yield future plans that are more realistic: (1) view transportation improvements in a supply/demand context; (2) quantify expected impacts where possible; (3) give transportation plans a realistic implementation mechanism; and (4) present forecasts as ranges rather than point values. Although these practices may be "common sense," their explicit consideration may facilitate planning efforts in the short run. However, an unintended consequence of reviewing the case study histories is that they strongly suggest Virginia counties have limited options for managing growth. To some extent, counties can influence the specific location of growth and what type is attracted--but the case studies leave the impression that if the market is there to support growth, eventually it will come. Within Virginia's current legal environment, counties have limited options for how they can accommodate this growth.
KW - Case studies
KW - Growth management
KW - Highway planning
KW - Highways
KW - Investments
KW - Population growth
KW - Real estate development
KW - Virginia
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-r23.pdf
UR - http://ntl.bts.gov/lib/37000/37200/37249/05-r23.pdf
UR - https://trid.trb.org/view/760275
ER -
TY - RPRT
AN - 01003786
AU - Burke, Dock
AU - Luskin, David
AU - Rosa, Duane
AU - Collier, Tina
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Transportation and the Texas Economy: Some Interim Results
PY - 2005/06
SP - 30p
AB - In setting the state's future spending priorities, Texans will be analyzing and evaluating the importance and dimensions of the state's transportation system and network and their role in the Texas economy. Current, accurate, and objective economic measures that delineate the importance of transportation in Texas are crucial to the public debate and policy-making process in deciding what Texans want for their transportation system. In reporting the results, the proposed project will compile, using existing U.S.- and Texas-based data sources, an economic profile of the importance of the transportation system and its services to the State of Texas, which may include: (1) All transportation outlays and the Gross Texas Product; (2) Outlays for freight transportation, total and by mode; (3) Outlays for passenger transportation, total and by mode; (4) Employment in transportation and related industries; and (5) Outlays for transportation equipment and investment in capacity.
KW - Capacity management
KW - Economic impacts
KW - Economics
KW - Employment
KW - Equipment
KW - Expenditures
KW - Freight transportation
KW - Gross state product
KW - Investments
KW - Passenger transportation
KW - Texas
KW - Transportation
KW - Transportation policy
UR - http://tti.tamu.edu/documents/0-4871-1.pdf
UR - https://trid.trb.org/view/760164
ER -
TY - RPRT
AN - 01003769
AU - Hancher, Donn
AU - Brenneman, April
AU - Meagher, Robin
AU - Goodrum, Paul
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Outsourcing of KyTC Project Delivery Functions
PY - 2005/06//Final Report
SP - 118p
AB - The rise in daily travelers on highways due to population growth, and higher quality and service expectations of the public, are putting increased demands on departments of transportation (DOTs) today. These demands, combined with decreasing staff sizes and changing resources, are causing DOTs to investigate alternative methods for accomplishing their essential functions. A major option is to contract out more of their work to external parties, commonly called "outsourcing." The purpose of this project was to evaluate the potential effectiveness, benefits, concerns and implementation requirements of outsourcing by the Kentucky Department of Highways. This report looks at current outsourcing practices in other states and in each Kentucky district. It includes each district's recommended percentages for each function that should be outsourced. Geography, volume of staff, and specialized district needs make outsourcing uniformly throughout the state undesirable. In addition to allowing fluctuation between districts' outsourcing practices, maintaining core competency is also extremely important to receive positive results through outsourcing. Outsourcing continues to be an increasing concern for the Kentucky Transportation Cabinet as it appears that a large number of senior employees are considering retirement in the next 3 years. This report will hopefully help with the planning efforts for this challenge.
KW - Benefits
KW - Contracting out
KW - Core competency
KW - Districts and authorities
KW - Evaluation and assessment
KW - Implementation
KW - Kentucky
KW - Project management
KW - Retirement
KW - State departments of transportation
KW - State of the practice
UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_12_SPR282_04_1F.pdf
UR - https://trid.trb.org/view/760157
ER -
TY - RPRT
AN - 01003785
AU - Barrett, Monica L
AU - Crabtree, Joseph D
AU - Pigman, Jerry G
AU - Walton, Jennifer R
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Kentucky's Highway Incident Management Strategic Plan
PY - 2005/06//Final Report
SP - 65p
AB - Kentucky's Highway Incident Management Strategic Plan consists of a mission statement, 4 goals, 16 objectives, and 49 action strategies. The action strategies will help Kentucky achieve its primary goals for incident management, which are as follows: 1) improved safety of responders, highway workers, and motorists; 2) reduced traffic delay; 3) improved motorist awareness; and 4) improved responder and highway worker preparedness.
KW - Awareness
KW - Best practices
KW - Disaster preparedness
KW - Emergency response planning
KW - Highway safety
KW - Incident management
KW - Kentucky
KW - Strategic planning
KW - Traffic crashes
KW - Traffic delays
KW - Traffic incidents
UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_11_SPR288_05_02F.pdf
UR - https://trid.trb.org/view/760109
ER -
TY - RPRT
AN - 01003747
AU - Hanley, Richard C
AU - Connecticut Department of Transportation
AU - Federal Highway Administration
TI - Development of a Personal Digital Assistant-based (PDA) Hot-Mix Asphalt (HMA) Data Entry Program for Connecticut DOT "SUPERPAVE" Paving Projects
PY - 2005/06//Final Report
SP - 46p
AB - The objective of this project was to develop and implement a Personal Digital Assistant (PDA)-based data collection system. This system would be an accurate, convenient and cost-effective alternative to traditional paper/pencil or computer spreadsheet data recording systems. The resulting system would be used in the daily operations of the Connecticut Department of Transportation's Hot Mix Asphalt (HMA) quality inspection and assurance activities.
KW - Data collection
KW - Data entry
KW - Hot mix asphalt
KW - Inspection
KW - Personal digital assistants
KW - Quality assurance
KW - Road construction
KW - Superpave
UR - http://docs.trb.org/01003747.pdf
UR - https://trid.trb.org/view/759919
ER -
TY - RPRT
AN - 01003471
AU - Walubita, Lubinda F
AU - Martin, Amy Epps
AU - Glover, Charles J
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - A Surface Performance-Graded (SPG) Specification for Surface Treatment Binders: Development and Initial Validation
PY - 2005/06
SP - 134p
AB - Presently, surface treatment design and material selection is based on traditional specifications and experience, which are not performance-based and sometimes result in inadequate performance of the surface treatment. In 2000 the first phase of a Texas Department of Transportation (TxDOT) research project developed a surface performance-graded (SPG) specification for the selection of surface treatment binders (Research Report 1710-1). The SPG specification is performance-based and utilizes binder properties directly related to surface treatment performance and associated distress. The specification takes into account environmental conditions, aging effects of the binder, visco-elastic behavior, and reliability. The objective of this second phase of the project was to investigate and establish the validity and applicability of the proposed SPG specification, make modifications where necessary, and, finally, recommend the SPG specification for practical implementation. The research methodology involved highway section identification, laboratory testing including SPG grading, performance monitoring, and comparison of the SPG binder grades to actual field performance. Factors included in the experimental design were binder type and suppliers, environment, aggregates, and traffic. Analyses of the results showed that there is generally a good correlation between the proposed SPG specification and actual field performance. Overall, the results are indicative that the SPG specification is functional and if properly applied, the specification promises to be a relatively cost-effective method for selecting binders to ensure adequate surface treatment performance. However, further validation is recommended, possibly with controlled test sections to fully investigate the effects of design, construction, and quality control processes and address some of the deficiencies of the specification.
KW - Bituminous binders
KW - Cost effectiveness
KW - Field performance
KW - Laboratory tests
KW - Pavement distress
KW - Pavement performance
KW - Performance based specifications
KW - Surface treatment (Pavements)
KW - Validation
UR - http://tti.tamu.edu/documents/0-1710-2.pdf
UR - https://trid.trb.org/view/759737
ER -
TY - RPRT
AN - 01003359
AU - Morgan, Curtis A
AU - Warner, Jeffery E
AU - Roco, Craig E
AU - Roop, Stephen S
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Funding Strategies and Project Costs for State-Supported Intercity Passenger Rail: Selected Case Studies and Cost Data
PY - 2005/06
SP - 158p
AB - This report documents an investigation into project costs and funding strategies that U.S. states and coalitions of states use to fund intercity passenger rail projects. Four states (California, North Carolina, Pennsylvania, and Virginia) and one multi-state corridor (the Pacific Northwest Corridor in Washington and Oregon) with documented histories of funding intercity passenger rail projects were selected for in-depth review. Factors that were considered in the case studies included: state-level funding sources, project costs, and estimated costs for future projects. A secondary goal of this research was to develop project cost analysis tools, such as a cost-per-mile index, for use by state rail planners in evaluating proposed intercity passenger rail projects. The research team concluded that the development of universally applicable cost-per-mile indices for intercity rail was infeasible at present due to the great umber of variables involved in rail construction and the relatively small sample size of recent, comparable projects. Variables involved include project-specific factors such as terrain type, drainage requirements, regional labor and material costs, signalization and communication upgrade requirements, and the condition/track classification/traffic levels of existing infrastructure. As a result, researchers developed example project cost data and model cost ranges by project type.
KW - California
KW - Case studies
KW - Cost data
KW - Cost estimating
KW - Financing
KW - Intercity transportation
KW - North Carolina
KW - Pacific Northwest
KW - Passenger trains
KW - Pennsylvania
KW - Project costs
KW - States
KW - Virginia
UR - http://tti.tamu.edu/documents/0-4723-1.pdf
UR - https://trid.trb.org/view/759663
ER -
TY - RPRT
AN - 01002900
AU - Wolfe, Michael
AU - Troup, Kenneth
AU - The North River Consulting Group
AU - Federal Highway Administration
TI - The Freight Technology Story: Intelligent Freight Technologies and Their Benefits
PY - 2005/06
SP - 66p
AB - The U.S. Department of Transportation's (DOT's) Federal Highway Administration (FHWA) and the Joint Program Office (JPO) work collaboratively with private industry to identify technologies that improve efficiency and productivity, increase global connectivity, and enhance freight system performance. FHWA and JPO also support their testing and evaluation in the field. Independent evaluation of technology performance, costs, and benefits is a key part of DOT's efforts. This report shares information about the state of the art and the adoption of intelligent freight technologies by industries and their customers. Specifically, the report discusses the innovation and implementation processes for intelligent freight technologies, triggers for and barriers to deployment, the types of intelligent freight technologies and their benefits, and field operational test results. Today, intelligent freight technologies are used to improve freight system efficiency and productivity, increase global connectivity, and enhance freight system security against common threats and terrorism. These technologies are currently deployed in several areas: 1) asset tracking, 2) on-board status monitoring, 3) gateway facilitation, 4) freight status information, and 5) network status information.
KW - Asset tracking
KW - Benefits
KW - Connectivity
KW - Costs
KW - Deployment
KW - Economic efficiency
KW - Field tests
KW - Freight transportation
KW - Gateway facilitation
KW - Intelligent freight technologies
KW - On-board monitoring
KW - Productivity
KW - Security
KW - State of the art
KW - System performance
KW - Technological innovations
KW - Terrorism
KW - Threats
UR - http://www.ops.fhwa.dot.gov/freight/intermodal/freight_tech_story/index.htm
UR - https://trid.trb.org/view/759037
ER -
TY - RPRT
AN - 01002887
AU - Porter, Max L
AU - Cable, James K
AU - Harrington, John F
AU - Pierson, Nathan J
AU - Post, Anthony W
AU - Iowa State University, Ames
AU - Federal Highway Administration
TI - Field Evaluation of Elliptical Fiber Reinforced Polymer Dowel Performance
PY - 2005/06//Final Report
SP - 93p
AB - Fiber reinforced polymer (FRP) composite materials are making an entry into the construction market in both buildings and pavements. The application to pavements so far has come in the form of joint reinforcement (dowels and tie bars). FRP resistance to salt corrosion in dowels has made it an alternative to standard epoxy-coated steel dowels for pavements. Iowa State University has completed a large amount of laboratory research to determine the diameter, spacing, and durability of FRP dowels. This report documents the performance of elliptical FRP dowels installed in a field situation. Ten joints were monitored in three consecutive test sections, for each of three dowel spacings (10, 12, and 15 inches) including one instrumented dowel in each test section. The modulus of dowel bar support was determined using falling weight deflectometer (FWD) testing and a loaded crawl truck. FWD testing was also used to determine load transfer efficiency across the joint. The long-term performance and durability of the concrete was also evaluated by monitoring faulting and joint opening measurements and performing visual distress surveys at each joint. This report also contains similar information for standard round, medium elliptical, and heavy elliptical steel dowels in a portion of the same highway. In addition, this report provides a summary of theoretical analysis used to evaluate joint differential deflection for the dowels.
KW - Composite materials
KW - Concrete
KW - Differential deflection
KW - Dowels (Fasteners)
KW - Durability
KW - Falling weight deflectometers
KW - Faulting
KW - Fiber reinforced materials
KW - Field studies
KW - Inspection
KW - Load transfer
KW - Pavement distress
KW - Pavement joints
KW - Pavement performance
KW - Performance
KW - Polymers
KW - Spacing
KW - Steel
KW - Testing
KW - Tie bars
UR - http://www.ctre.iastate.edu/reports/frp_dowel.pdf
UR - https://trid.trb.org/view/758964
ER -
TY - RPRT
AN - 01002830
AU - Birgisson, Bjorn
AU - Roque, Reynaldo
AU - Tia, Mang
AU - Masad, Eyad A
AU - University of Florida, Gainesville
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - Development and Evaluation of Test Methods to Evaluate Water Damage and Effectiveness of Antistripping Agents
PY - 2005/06//Final Report
SP - 337p
AB - Moisture damage in hot-mix asphalt (HMA) mixtures occurs when water can infiltrate the pavement system. Pore water in mixtures can cause premature failure of HMA pavements, primarily through loss of adhesion between the asphalt binder and the aggregates or the loss of cohesion in the asphalt binder. Loss of adhesion can lead to stripping and raveling. The stripping of asphalt films from the surface of aggregate particles may occur as a result of poor adhesion of the asphalt to aggregate surfaces or displacement of the asphalt films by water which is attracted by hydrophilic aggregates, the latter being considered as true stripping. Siliceous aggregates are generally considered as the source of the problem since forms of crystalline quartz often inhibit the development of good adhesion, and in some cases cannot be coated with asphalt. Liquid antistrip agents are often added to asphalt cements to promote adhesion and prevent stripping. Lime treatment of aggregate prior to production of HMA is considered as an alternative measure in the prevention of stripping. Currently available laboratory testing procedures all evaluate the effects of water damage in the laboratory by measuring the relative change of a single parameter before and after conditioning (i.e., tensile strength ratio, resilient modulus ratio). These parameters do not distinguish between the different mechanisms present in a conditioned mixture, including the identification of the effects of pore water versus actual moisture damage. The current Superpave mixture design specification uses the AASHTO T-283 moisture susceptibility test for determining moisture sensitive mixtures. Most state agencies use AASHTO T-283 test, although there have been questions by the community at large about the accuracy of the test. Frequent false positives and/or negatives have been reported, leading to the initiation of this current study. This report developed test methods and criteria needed to relate mixture characteristics with the potential severity of moisture damage. The results showed that no single mixture property can be used to consistently monitor the effects of moisture damage in mixtures. Therefore, a fundamental theoretical framework for the evaluation of moisture damage in mixtures was developed, along with associated specification parameters. The new theoretical framework is based on the Florida HMA fracture model, developed at the University of Florida. A new moisture conditioning procedure using cyclic pore pressures was also developed based on fundamental considerations. The new conditioning and evaluation methods were tested on mixtures of varying aggregate types and gradations. The results presented show that the Florida HMA fracture mechanics model provides highly consistent evaluation of the level of moisture damage in mixtures. These test methods are also shown to be capable of evaluating the effectiveness of antistripping agents, considered to enhance the adhesion of asphalt binders to aggregate surfaces.
KW - Adhesion
KW - Aggregates
KW - Antistrip additives
KW - Asphalt mixtures
KW - Bituminous binders
KW - Calcium oxide
KW - Cohesion
KW - Fracture mechanics
KW - Hot mix asphalt
KW - Laboratory tests
KW - Mix design
KW - Moisture conditioning
KW - Moisture damage
KW - Moisture susceptibility
KW - Pore pressure
KW - Pore water
KW - Siliceous aggregates
KW - Specifications
KW - Stripping (Pavements)
KW - Superpave
KW - Test procedures
UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC354_11_rpt.pdf
UR - https://trid.trb.org/view/758967
ER -
TY - RPRT
AN - 01002827
AU - Braden, Anthony
AU - Lopez, Roel R
AU - Silvy, Nova J
AU - Texas A&M University, College Station
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - Effectiveness of Fencing, Underpasses, and Deer Guards in Reducing Key Deer Mortality on the US 1 Corridor, Big Pine Key, Florida
PY - 2005/06//Final Report
SP - 75p
AB - Deer-vehicle collisions (DVCs) along a 5.6-km segment of United States Highway 1 (US 1) on Big Pine Key (BPK), Florida is responsible for approximately 26% of endangered Florida Key deer (Odocoileus virginianus clavium) annual mortalities. The Florida Department of Transportation (FDOT) constructed a 2.6-km long system of fencing, 2 underpasses, and 4 experimental deer guards to address DVCs along a portion of the US 1 roadway in 2001-2002. This study evaluated the effectiveness of the project in reducing Key deer mortality by determining (1) survival of radio-collared deer, (2) deer-vehicle collisions on US 1, and (3) the ability of deer to access the fenced segment. No significant difference was found in male or female survival (P>0.05). Key deer-vehicle collisions were reduced by 83-92% inside the fenced segment. However, overall US 1 Key deer-vehicle collisions did not change. Key deer entry into the fenced segment was minimized to 8 deer during the first-year resulting in 2 deer mortalities. Also assessed were the potential impacts of the US 1 corridor project on Key deer movements by determining (1) radio-collared Key deer annual ranges, (2) radio-collared deer corridor movements, and (3) Key deer underpass and corridor use. Female and male ranges and core areas did not change (P>0.05). Deer movements within the US 1 corridor were comparable pre- (6 of 23 radio-collared deer crossed the corridor) and post-project (4 of 16). Infrared-triggered camera data indicate underpass movements increased over time. Collectively, post-project telemetry and camera data indicate US 1 highway improvements have not restricted Key deer movements. Finally, hourly Key deer movement and US 1 traffic patterns were compared to annual US 1 DVCs. Hourly deer movements showed a positive correlation (P=0.012, r=0.505) to hourly DVCs for the full circadian period. Hourly US 1 traffic showed a significant positive relationship (P=0.012, r=0.787) with DVCs only during the night period. Evaluation of hourly deer movements and hourly traffic volume on US 1 found hourly DVCs to be the result of a combination of both variables.
KW - Big Pine Key (Florida)
KW - Deer
KW - Deer guards
KW - Deer-vehicle collisions
KW - Endangered species
KW - Fences
KW - Underpasses
UR - http://www.fdot.gov/research/Completed_Proj/Summary_EMO/FDOT_BD477_rpt.pdf
UR - https://trid.trb.org/view/758960
ER -
TY - RPRT
AN - 01002274
AU - Phillips, Kimberly A
AU - Harlan, Matthew
AU - Roberts-Wollmann, Carin L
AU - Cousins, Thomas E
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - Performance of a Bridge Deck with Glass Fiber Reinforced Polymer Bars as the Top Mat of Reinforcement
PY - 2005/06//Final Contract Report
SP - 68p
AB - The purpose of this research was to investigate the performance of glass fiber reinforced polymer (GFRP) bars as reinforcement for concrete decks. Today's rapid bridge deck deterioration is calling for a replacement for steel reinforcement. The advantages of GFRP such as its high tensile strength, light weight, and resistance to corrosion make it an attractive alternative to steel. The deck of one end-span of the Gills Creek Bridge was constructed with GFRP bars as the top mat and epoxy-coated steel bars as the bottom mat. Live load tests wee performed in 2003, shortly after completion of construction, and again in 2004. In addition, tests were performed on the deck of the opposite end-span, which had all epoxy-coated steel reinforcing. The results of these tests were used to evaluate the girder distribution factors and impact factors of a GFRP reinforced bridge deck. In addition, a comparison of the results from the two test periods gives an indication of any changes in strains in the GFRP bars and if the deck is behaving differently than when first installed. The results were compared to the design standards specified by the American Concrete Institute in the "Guide for the Design and Construction of Concrete Reinforced with FRP Bar" to determine if the GFRP reinforcement had any significant influence on overall bridge behavior. There were no significant differences in the behavior of the deck after 1 year of service and there was no visible cracking. The behavior of the two end-spans was similar, and the measured girder distribution factors were less than the AASHTO design recommendations. The impact factors were less than design values for the 2003 tests but higher than design values for the 2004 tests. Stresses in the GFRP reinforcing bars were much less than the design allowable stress and did not change significantly after 1 year of service. The strain gauges, vibrating wire gauges, and thermocouples in the bridge deck were monitored for approximately 1 year using a permanent data acquisition system. Daily, monthly, and long-term fluctuations in temperature and stresses were examined. The vibrating wire gauges were more reliable than the electrical resistance strain gauges, and the main influence on strain changes was temperature fluctuation. A cost/benefit analysis of using GFRP bars indicates their high initial costs are justified when compared to the costs of a concrete overlay.
KW - Benefit cost analysis
KW - Bridge decks
KW - Corrosion resistance
KW - Design standards
KW - Distribution factors
KW - Epoxy coatings
KW - Glass fiber reinforced plastics
KW - Lightweight materials
KW - Load tests
KW - Monitoring
KW - Performance
KW - Reinforced concrete
KW - Reinforcing bars
KW - Steel
KW - Strain (Mechanics)
KW - Strain gages
KW - Stresses
KW - Structural behavior
KW - Temperature
KW - Tensile strength
KW - Vibrating wire gages
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr24.pdf
UR - http://ntl.bts.gov/lib/37000/37200/37247/05-cr24.pdf
UR - https://trid.trb.org/view/758124
ER -
TY - RPRT
AN - 01002271
AU - McGhee, Kevin K
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - Texture, Ride Quality, and the Uniformity of Hot-Mix Asphalt Pavements
PY - 2005/06//Final Report
SP - 21p
AB - Two years ago, the author completed a study with researchers at Virginia Tech that was designed to develop a tool to measure and control segregation of hot-mix asphalt pavements. This earlier work focused on the application of high-speed texture measurements and ultimately proposed an approach that would discourage segregation by establishing limits on allowable fluctuation of pavement macrotexture. Rather than emphasize segregation detection and measurement, the proposed special provision promoted new-surface uniformity. The activities discussed in this report represent the next step in the process of understanding the relationship between the uniformity and surface characteristics of hot-mix asphalt. The study documents the typical "texture profile" for Virginia's most common surface mixes. It revisits the texture-fluctuation provision proposed in the earlier project and delves into an expanded use of elevation profiles for promoting uniformity. Although the major findings and conclusions from this work do not specifically support a texture-based "segregation specification," the study does advocate continued dedication to material and construction uniformity. Alternatives to a texture-based specification include quality measures that recognize variability of traditional quality characteristics (such as percent defective and percent within limits specifications) and a new approach to reporting and using ride quality data, i.e., "roughness profiles." Whether specifically required or used voluntarily to comply with provisions that have stringent variability components (e.g., ride, texture, density), a properly functioning and operated material transfer vehicle is a proven contributor to good hot-mix uniformity. If the vehicle (at $900/mile) eliminates an estimated $3,000 per lane-mile loss in service life due to low-level segregation, the benefit-to-cost ratio is greater than 3.
KW - Asphalt pavements
KW - Benefit cost analysis
KW - Hot mix asphalt
KW - Macrotexture
KW - Ride quality
KW - Roughness
KW - Segregation (Aggregates)
KW - Standardization
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-r34.pdf
UR - http://ntl.bts.gov/lib/37000/37200/37251/05-r34.pdf
UR - https://trid.trb.org/view/758148
ER -
TY - RPRT
AN - 01002267
AU - Cousins, T E
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - Investigation of Long-Term Prestress Losses in Pretensioned High Performance Concrete Girders
PY - 2005/06//Final Contract Report
SP - 70p
AB - Effective determination of long-term prestress losses is important in the design of prestressed concrete bridges. Overpredicting prestress losses results in an overly conservative design for service load stresses, and underpredicting prestress losses can result in cracking at service loads. Creep and shrinkage produce the most significant time-dependent effect on prestress losses, and research has shown that high performance concrete (HPC) and high strength concrete (HSC) exhibit less creep and shrinkage than conventional concrete. For this reason, the majority of traditional creep and shrinkage models and methods for estimating prestress losses, overpredict the prestress losses of HPC and HSC girders. Nine HPC girders, with design compressive strengths ranging from 8,000 psi to 10,000 psi, and three 8,000 psi lightweight HPC (HPLWC) girders were instrumented to determine the changes in strain and prestress losses. Several creep and shrinkage models were used to model the instrumented girders. For the HPLWC, each model overpredicted the long-term strains, and the Shams and Kahn model was the best predictor of the measured strains. For the normal weight HPC, the models underestimated the measured strains at early ages and overestimated the measured strains at later ages, and the B3 model was the best predictor of the measured strains. The PCI-BDM model was the most consistent model across all of the instrumented girders. Several methods for estimating prestress losses were also investigated. The methods correlated to HSC, the PCI-BDM and NCHRP 496 methods, predicted the total losses more accurately than the methods provided in the AASHTO specifications. The newer methods overpredicted the total losses of the HPLWC girders by no more than 8 ksi, and although they underpredicted the total losses of the normal weight HPC girders, they did so by less than 5 ksi.
KW - Bridge design
KW - Compressive strength
KW - Creep
KW - Estimating
KW - Girders
KW - High performance concrete
KW - High strength concrete
KW - Lightweight concrete
KW - Mathematical models
KW - Overprediction
KW - Prestress losses
KW - Prestressed concrete bridges
KW - Shrinkage
KW - Strain (Mechanics)
KW - Underprediction
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr20.pdf
UR - http://ntl.bts.gov/lib/37000/37200/37246/05-cr20.pdf
UR - https://trid.trb.org/view/758122
ER -
TY - RPRT
AN - 01002011
AU - Zwahlen, Helmut T
AU - Oner, Erdinc
AU - Badurdeen, F Fazleena
AU - Russ, Andrew
AU - Ohio University, Athens
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - Human Factors Opportunities to Improve Ohio's Transportation System
PY - 2005/06//Final Report
SP - 299p
AB - The aim of this study was to identify opportunities to apply human factors principles and research to improve Ohio's transportation system. The Office of Traffic Engineering assigned 13 topic areas to provide information and the study was limited to these topics even though there may have been other areas that are important from a human factors perspective. The topic areas included: rumble strips, changeable message signs (CMS), work zone delineation, half-size pavement markings, accident mitigation, older drivers, traffic signal operations, highway lighting, curve delineation, wet/dark delineation, raised pavement markings (RPM), information dissemination, and work zone safety. The aim was to identify opportunities to improve each of these areas by providing the human factors rationale and make recommendations to the Ohio Department of Transportation (ODOT) that can be adopted to improve Ohio's transportation system. For each topic area an extensive literature survey, using published documents as well as web-based sources, was conducted to identify research that has been done by others in the United States and in other countries. A statewide DOT survey was conducted to determine the best practices of other states with respect to each area. In addition, a product survey was conducted to identify promising new products. Based on this information, human factors opportunities in each area were identified. Considerable information was found in the following topic areas: rumble strips and accident mitigation. Some information was found in the topics of work zone safety, CMS, older drivers, work zone delineation, curve delineation, and information dissemination. Little information was available on RPM, highway lighting, traffic signal operations, half-size pavement markings, and wet/dark delineation.
KW - Accident mitigation
KW - Aged drivers
KW - Best practices
KW - Delineation
KW - Highway curves
KW - Human factors
KW - Information dissemination
KW - Literature reviews
KW - New products
KW - Night
KW - Ohio
KW - Raised road markings
KW - Research
KW - Road markings
KW - Rumble strips
KW - State departments of transportation
KW - Street lighting
KW - Surveys
KW - Traffic signals
KW - Variable message signs
KW - Wet weather
KW - Work zone safety
KW - Work zone traffic control
UR - http://www.dot.state.oh.us/research/2005/Traffic/134154-FR.pdf
UR - http://ntl.bts.gov/lib/56000/56000/56065/OH_134154-FR.PDF
UR - https://trid.trb.org/view/757552
ER -
TY - RPRT
AN - 01001572
AU - Malone, Stephen
AU - Eberhard, Marc O
AU - LaBelle, Jay
AU - Ranf, Tyler
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Information Tools to Improve Post-Earthquake Prioritization of WSDOT Bridge Inspections
PY - 2005/06//Final Research Report
SP - 57p
AB - University of Washington researchers developed information tools to increase the speed and efficiency of Washington State Department of Transportation (WSDOT) post-earthquake response and recovery efforts. The researchers upgraded the Pacific Northwest Seismograph Network (PNSN) ground-motion processing software to rapidly generate and disseminate "ShakeMaps," which are maps of earthquake intensity. The researchers also implemented two procedures to estimate the likelihood of slight (or greater) bridge damage; these procedures are based on the intensity of earthquake shaking (obtained from the ShakeMaps) and on each bridge's location, year of construction, and bridge type (obtained from the Washington State Bridge Inventory). The first procedure, developed at the University of Washington, is based on observations of bridge damage from the 2001 Nisqually earthquake. The second procedure is contained in the Federal Emergency Management Agency HAZUS software for predicting the lowest level of damage. Shortly following an earthquake, e-mail and pager alert messages will be sent to WSDOT personnel notifying them of the preliminary earthquake magnitude and epicenter. ShakeMaps and a prioritized list of bridges (ranked by likelihood of bridge damage) will be available on a Web server at the University of Washington and will be pushed to a WSDOT FTP server.
KW - Bridges
KW - Earthquake damage
KW - Earthquakes
KW - Inspection
KW - Maps
KW - Nisqually Earthquake (Washington)
KW - Pacific Northwest Seismograph Network
KW - Software
KW - Strategic planning
UR - http://depts.washington.edu/trac/bulkdisk/pdf/602.1.pdf
UR - http://www.wsdot.wa.gov/research/reports/fullreports/602.1.pdf
UR - https://trid.trb.org/view/757365
ER -
TY - RPRT
AN - 01001558
AU - Mullis, Cole
AU - Shippen, Norris
AU - Oregon Department of Transportation
AU - Federal Highway Administration
TI - Automated Data Collection Equipment for Monitoring Highway Condition
PY - 2005/06//Final Report
SP - 134p
AB - This study was conducted to evaluate automated vehicle mounted equipment to collect data on the needs of Oregon's highway inventory. Four vendors accepted invitations to evaluate their equipment. Although the Oregon Department of Transportation (ODOT) had conducted a similar evaluation in 1997, vendors claimed that improved technology had solved past problems. The evaluation included an assessment of the machines' performance in a survey of pavement condition, road roughness and the ODOT video log program. Because the video log and the road roughness inventories had been already automated (although not combined), the main focus of the evaluation was on the pavement condition rating. Several test sections on the state highway system were selected, including both asphalt and concrete pavements in various states of wear. A standard value for the condition of these sections was established by a conventional "walk and look" survey by experienced ODOT pavement unit staff members. Also a survey was made by three rating crews, typically used by ODOT in assessing pavement condition. A comparison was made between the crews' ratings, those of the automated equipment, and the "ground truth" established by ODOT staff. The analysis of ratings showed that those of the rating crews were closer to the ground truth than the automated equipment ratings were.
KW - Asphalt pavements
KW - Automation
KW - Concrete pavements
KW - Condition surveys
KW - Data collection
KW - Equipment tests
KW - Evaluation and assessment
KW - Monitoring
KW - Oregon
KW - Performance
KW - Roughness
KW - Vehicle body parts
KW - Video logging
UR - http://egov.oregon.gov/ODOT/TD/TP_RES/docs/Reports/AutomatedDataCollection.pdf
UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/AutomatedDataCollection.pdf
UR - https://trid.trb.org/view/757501
ER -
TY - RPRT
AN - 01001470
AU - Yoon, Jaewan
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - Development of Geotechnical Analysis and Design Modules for the Virginia Department of Transportation Geotechnical Database
PY - 2005/06//Final Contract Report
SP - 28p
AB - In 2003, an Internet-based Geotechnical Database Management System (GDBMS) was developed for the Virginia Department of Transportation (VDOT) using distributed Geographic Information System (GIS) methodology for data management, archival, retrieval, and analysis. The system has been used for accessing geotechnical data pertaining to the Hampton Road Third Crossing project and the Woodrow Wilson Bridge Route 1 Interchange. As the rate of utilization of the GDBMS grew, VDOT engineers recognized the need for additional engineering analysis and design functionalities. In response, five geotechnical engineering applications used to calculate slope stability and foundation pile capacity were identified. Analysis and Design Modules (ADMs) for these five applications were designed, developed, and implemented in the existing GDBMS. ADMs were designed to extract, filter, translate, and generate input data sets automatically when a borehole site is selected using a graphical user interface. Thus, ADMs facilitate engineering analysis and design by automatically generating input data sets, enhancing productivity. In addition to the ADMs, a powerful new borehole data search algorithm, GDBMS Borehole Search Rabbit, was developed to augment the existing search functionality. This new search algorithm provides both hierarchical and partial search capabilities based on GDBMS site module, VDOT project number, source level gINT project file, and boring site ID. Once a borehole data search is completed, VDOT engineers can directly access particular site data in various formats such as the original legacy data format, translated standard data format, gINT and Excel files of translated standard data format, and borehole data log and laboratory results. A cost-benefit analysis determined that approximately 1,120 hours of engineering time can be saved by using ADMs with a total annual cost savings of $112,000. VDOT's GDBMS can be accessed on the Internet at http://172.16.20.2 and at http://gis.virginiadot.org/GDBMS_menu.htm.
KW - Algorithms
KW - Bearing capacity
KW - Benefit cost analysis
KW - Boreholes
KW - Data analysis
KW - Data format
KW - Database management systems
KW - Databases
KW - Geographic information systems
KW - Geotechnical engineering
KW - Internet
KW - Modules (Database specifications)
KW - Pile foundations
KW - Sets
KW - Slope stability
KW - Time savings
KW - Websites (Information retrieval)
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr23.pdf
UR - https://trid.trb.org/view/757270
ER -
TY - RPRT
AN - 01001465
AU - Cottrell, B H
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - Guidelines for Developing Transportation Management Plans in Virginia
PY - 2005/06//Final Report
SP - 46p
AB - A transportation management plan (TMP) is a comprehensive program of traffic control, communication, operation, and demand management strategies designed to maintain acceptable levels of traffic flow in work zones. A systematic procedure and/or checklist is needed for developing plans to lessen the impact of construction projects that restore or improve highways. The purpose of this research was to establish guidelines for developing TMPs for construction projects. Three questions were addressed by the guidelines: When should a TMP be developed? How should a TMP be developed? What should be in a TMP? The Federal Highway Administration published the "Final Rule on Work Zone Safety and Mobility" on September 9, 2004. It facilitates the comprehensive consideration of the broader safety and mobility impacts of work zones across project development stages and the adoption of additional strategies including TMPs that help manage these impacts during project implementation. Guidelines for TMPs were derived from a draft implementation guide for the final rule with minor revisions. TMPs may consist of up to three components: (1) a temporary traffic control plan that describes traffic control measures used to facilitate road users through a work zone; (2) transportation operations strategies that will be used to ease work zone impacts; and (3) public information strategies to inform those affected by the project of the expected work zone impacts and changing conditions. At a minimum, each TMP should have a temporary traffic control plan. It is recommended that the Virginia Department of Transportation implement the guidelines developed in this study.
KW - Guidelines
KW - Highway operations
KW - Highway traffic control
KW - Mobility
KW - Public information programs
KW - Strategic planning
KW - Transportation management plans
KW - Virginia
KW - Work zone safety
KW - Work zone traffic control
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-r33.pdf
UR - http://ntl.bts.gov/lib/37000/37200/37245/05-r33.pdf
UR - https://trid.trb.org/view/757278
ER -
TY - RPRT
AN - 01001460
AU - Soltesz, Steve
AU - Oregon Department of Transportation
AU - Federal Highway Administration
TI - The Effect of Crack Motion during Epoxy Crack Injection and Curing
PY - 2005/06//Final Report
SP - 54p
AB - One strategy to regain structural integrity of cracked reinforced concrete bridge deck girders is to inject the cracks with epoxy. Many bridge owners allow all traffic to use the bridge during injection and curing, while other bridge owners restrict traffic to produce a hold time in which cracks do not open and close. This research study used a laboratory setup to determine the effect of temperature and hold time on epoxy undergoing curing. The comparative measure was the tensile strength of the epoxy after curing. The results showed that traffic should be restricted to stop the crack motion during injection and until the epoxy sets. After the epoxy has set, crack motion while the epoxy undergoes full cure degrades the tensile strength of the epoxy, but not to levels that would affect the structural integrity of the beam.
KW - Bridge decks
KW - Concrete curing
KW - Cracking
KW - Epoxy resins
KW - Girders
KW - Injection
KW - Reinforced concrete
KW - Structural integrity
KW - Temperature
KW - Tensile strength
KW - Traffic restraint
UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/CrackInjection.pdf
UR - https://trid.trb.org/view/757121
ER -
TY - RPRT
AN - 01001261
AU - McHattie, Robert L
AU - Inkworks
AU - Alaska Department of Transportation and Public Facilities
AU - Federal Highway Administration
TI - Materials Application Rates for Dense-Graded Asphalt Surface Treatments Using High Float Emulsion
PY - 2005/06//Final Report
SP - 30p
AB - Asphalt surface treatment (AST) pavements using high float emulsions and dense-graded aggregates have been used for more than 20 years in Alaska. However, the normally positive economics of these pavements have sometimes been offset by problems during or after construction. The general intent of this report is to provide information that improves the constructability and long-term performance of high float pavements. Alaska Department of Transportation and Public Facilities engineers and contractors argued that most problems could be solved if a mix design method were devised to ensure compatibility between emulsion and aggregate and optimum application rates of emulsion and aggregate. This is the first documented attempt to pursue this goal by developing a high float mix design method for use in Alaska. This report presents an outline of the mix design method, an example application of the method and a discussion of the reasons supporting each element of the mix design method. The mix design method determines application rates of high float emulsion and dense-graded aggregate based on simple volumetric calculations. The method recommends development of new laboratory test methods for determining aggregate density and emulsion/aggregate bond. The method requires that 15% additional aggregate be added to the design amount determined through voids calculations. The additional aggregate is intended to aid compaction of an otherwise very thin layer of AST pavement (AST thickness usually less than 1 in.). Before brooming, the additional aggregate also protects the AST from direct traffic action while curing allows development of aggregate/asphalt bonding.
KW - Alaska
KW - Asphalt emulsions
KW - Bonding
KW - Compaction
KW - Dense graded aggregates
KW - Laboratory tests
KW - Mix design
KW - Pavement performance
KW - Road construction
KW - Surface course (Pavements)
KW - Thickness
UR - http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_ak_rd_05_03.pdf
UR - https://trid.trb.org/view/757015
ER -
TY - RPRT
AN - 01000950
AU - Chen, C S
AU - Cottrell, B H
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - Guidelines for Using Centerline Rumble Strips in Virginia
PY - 2005/06//Final Report
SP - 43p
AB - Following the wide and successful use of continuous shoulder rumble strips, many state departments of transportation (DOTs) installed centerline rumble strips (CLRS) on rural two-lane and undivided multilane highways in an effort to reduce cross-over-the-centerline (COCL) crashes. COCL crashes include head-on, sideswipe opposite direction, fixed object run-off-the-road left, and non-collision. The purpose of this research was to develop guidelines for using CLRS in Virginia based on a review of best practices and the analysis of Virginia COCL crash data from 2001 through 2003. The analysis procedures included data query and analyses of crash frequency, density, and rate. Areas and route locations with the highest COCL crashes and densities were identified as potential candidate sites for CLRS. As of 2003, 24 state DOTs and two Canadian provinces were using CLRS. They are generally installed on a case-by-case basis. CLRS design patterns vary greatly among states, but the most commonly used types are continuous grooves 12 to 16 in. in length, 6 to 7 in. in width, and 0.5 in. in depth spaced 12 or 24 in. apart. The optimal CLRS patterns remain unknown. Data analyses revealed that the distribution of COCL crashes in Virginia varied significantly with roadway system, road type, jurisdictional area, and road location. The statewide COCL crash densities were 0.13 and 0.71 crash per mile for secondary and primary roads, respectively. Fixed object run-off-the-road left was the predominant type of COCL crash followed by sideswipe opposite direction and head-on for undivided roads. The crash density of the primary system was 4.5 times higher than that of the secondary system. Guidelines were developed that outline the application of CLRS, design dimensions, installation and maintenance, and other issues. The authors recommend that the Virginia Department of Transportation's Traffic Engineering Division implement the guidelines as a division memorandum. Although a benefit-cost ratio for this recommendation will vary with each site, a sample estimated benefit-cost ratio was at least 7.6 per mile.
KW - Accident density
KW - Benefit cost analysis
KW - Center lines
KW - Crossover accidents
KW - Design
KW - Frontal crashes
KW - Guidelines
KW - Installation
KW - Maintenance
KW - Multilane highways
KW - Prevention
KW - Primary highways
KW - Ran off road crashes
KW - Rumble strips
KW - Rural highways
KW - Safety
KW - Secondary roads
KW - Side crashes
KW - Two lane highways
KW - Virginia
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-r30.pdf
UR - http://ntl.bts.gov/lib/37000/37200/37238/05-r30.pdf
UR - https://trid.trb.org/view/756737
ER -
TY - RPRT
AN - 01109141
AU - Kimley-Horn and Associates, Incorporated
AU - ConSysTecCorp
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - State off Texas ITS Archiitectures and Deployment Plans Paris Region
PY - 2005/05/31/Executive Summary
SP - 24p
AB - The Federal Highway Administration (FHWA) issued a final rule to implement Section 5206(e) of the Transportation Equity Act for the 21st Century (TEA-21) in January of 2001. This final rule requires that Intelligent Transportation System (ITS) projects funded through the Highway Trust Fund conform to the National ITS Architecture and applicable standards. The rule went in to effect on April 8, 2005. After that date, any region with existing ITS deployments must have an ITS architecture in order to receive federal funding for ITS projects. To meet these requirements and ensure future federal funding eligibility for ITS, the Texas Department of Transportation (TxDOT) initiated the development of regional ITS architectures throughout the State of Texas. There are several metropolitan areas in the state that already have ITS architectures in place or under development. The focus of the State of Texas Regional ITS Architectures and Deployment Plans program is to develop architectures in those areas outside of the Austin, Houston, Dallas, Fort Worth, and San Antonio Regions. TxDOT expanded upon the ITS architecture requirements outlined in the FHWA Final Rule by including an ITS deployment plan as part of the regional efforts. The regional ITS architecture provides a framework for ITS systems, services, integration, and interoperability, and the regional ITS deployment plan identifies specific projects and timeframes for ITS implementation to support the vision developed by stakeholders in the architecture. TxDOT’s process for developing the regional ITS architectures and deployment plans followed a consensus-based approach to meeting the requirements in the FHWA Final Rule and supporting guidelines. This process was further tailored to meet the specific multi-agency needs of these regional plans, and was structured around stakeholder input and involvement. The addition of an ITS deployment plan provides a tangible road map for regional ITS deployment and integration.
KW - Federal funding
KW - Final Rule
KW - Highway operations
KW - Highway Trust Fund
KW - Integrated systems
KW - Intelligent transportation systems
KW - ITS deployment
KW - System architecture
KW - Texas
KW - Transportation Equity Act for the 21st Century
KW - Transportation planning
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14311.htm
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14311_files/14311.pdf
UR - https://trid.trb.org/view/868643
ER -
TY - RPRT
AN - 01025524
AU - Ozbay, Kaan
AU - Holguin-Veras, Jose
AU - Yanmaz-Tuzel, Ozlem
AU - Mudigonda, Sandeep
AU - Lichtenstein, Alan
AU - Robins, Martin
AU - Bartin, Bekir
AU - Cetin, Mecit
AU - Xu, Ning
AU - Zorrilla, Juan C
AU - Xia, Shuwen
AU - Wang, Qian
AU - Silas, Michael
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - Evaluation Study of New Jersey Turnpike Authority's Time of Day Pricing Initiative
PY - 2005/05/31/Final Report
SP - 348p
AB - In September 2000, the New Jersey (NJ) Turnpike Authority introduced E-ZPass technology along with the first stage of its time of day pricing program. In January 2003, toll levels for each time period and vehicle type were increased as part of the second stage of the NJ Turnpike time of day pricing program. The project had three main focus areas: Traffic Impacts, Behavioral Impacts and Media and Decision Makers Responses. In the first area, aggregate traffic counts and disaggregate vehicle-by-vehicle traffic and travel time information were used to quantify the impacts of the two phases of the time of day pricing program on the time of day choices of users. In addition, a simulation and toll plaza model were developed to assess the before and after toll plaza and facility-wide throughput, delays both at the toll plazas and mainline, and emissions. In the second focus area, traveler surveys were conducted with passenger cars to gain insights on the behavioral changes, and to evaluate the economic value of travel time savings and elasticities of NJ Turnpike users. Finally, in the third focus area the acceptability of the time of day pricing program among media and decision makers was investigated. The aggregate analysis revealed a shift in traffic to off-peak periods after the first phase of time of day pricing program, and a shift to peak periods after the second phase. The disaggregate analysis indicated that given the small toll differential between peak and off-peak periods, commuters responded more to congestion (lower travel times) than slightly higher tolls, and second phase of the time of day pricing program did not have a statistically significant impact on the traffic patterns of the NJ Turnpike. Simulation results revealed that from 2000 to 2001 the average trip delay was reduced by about 3-18%, E-ZPass was observed to reduce the toll plaza delays by 44-74%, and there was a 10.7% reduction in vehicles emission levels. However, after 2001 emissions slightly increased due to the increasing demand. In addition, the NJ Turnpike users had relatively high value of travel (VOT) values ($15/hr-$20/hr) and low elasticity values (between -0.06 and -0.18), indicating that they give higher values to travel time savings compared to other toll road users in the United States (U.S.).
KW - Aggregate analysis (Statistics)
KW - Before and after studies
KW - Behavioral impacts
KW - Commuters
KW - Decision makers response
KW - Disaggregate analysis
KW - E-ZPass
KW - Elasticity (Economics)
KW - Evaluation
KW - Exhaust gases
KW - Impact studies
KW - Mass media
KW - Media response
KW - New Jersey
KW - New Jersey Turnpike
KW - Off peak periods
KW - Peak periods
KW - Periods of the day
KW - Road pricing
KW - Simulation
KW - Surveys
KW - Toll plazas
KW - Tolls
KW - Traffic congestion
KW - Traffic counts
KW - Traffic delays
KW - Traffic patterns
KW - Traffic throughput
KW - Travel patterns
KW - Travel time
KW - Value of time
UR - http://cait.rutgers.edu/files/FHWA-NJ-2005-012.pdf
UR - https://trid.trb.org/view/782541
ER -
TY - RPRT
AN - 00989200
AU - Rangaraju, P R
AU - Edlinski, J
AU - Amikhanian, S
AU - Clemson University
AU - South Carolina Department of Transportation
AU - Federal Highway Administration
TI - EVALUATION OF SOUTH CAROLINA AGGREGATE DURABILITY PROPERTIES
PY - 2005/05/31
SP - 57 p.
AB - Traditionally, the Los Angeles abrasion and impact test and the sodium sulfate soundness test have been used by the South Carolina Department of Transportation to evaluate abrasion resistance/toughness and soundness of aggregate sources, respectively. Historical experience has indicated that neither of these two test procedures adequately predicts the field performance of the aggregates. Recent research studies have indicated that the micro-Deval abrasion test and the magnesium sulfate soundness test are better tests in assessing the properties of aggregates and show a good correlation with field performance of the aggregates. The objective of this research study was to conduct the micro-Deval abrasion test and the magnesium sulfate soundness test on 23 different sources of aggregates commonly used in South Carolina and correlate the results with those of the Los Angeles abrasion and impact test and the sodium sulfate soundness test. Also, the results from each of the tests were correlated to field performance of the aggregates. Based on this study, the micro-Deval abrasion test was shown to provide a better correlation with field performance than any of the other three tests. A micro-Deval loss value of 17% was found to be satisfactory in classifying "good" aggregates from those considered either "fair" or "poor" performing in the field. The magnesium sulfate soundness test did not appear to provide any better measure of aggregate soundness as compared with the sodium sulfate soundness test.
KW - Abrasion tests
KW - Aggregates
KW - Correlation analysis
KW - Durability
KW - Performance
KW - Soundness test
KW - South Carolina
KW - Test procedures
UR - https://trid.trb.org/view/754983
ER -
TY - ABST
AN - 01463087
TI - Performance Measures for Snow and Ice Control Operations
AB - Monitoring the performance in snow and ice control operations has become an increasingly important task for highway agencies and contractors because of the limited resources available to highway agencies and the increased outsourcing of these activities. Different performance measures have been used both in the United States and abroad but with varying degrees of success. There are no widely accepted measures applicable to different roadway classifications and storm characteristics. Research is needed to evaluate potential measures of performance and identify or develop appropriate measures of performance for all roadway classifications and storm characteristics. This information will help highway agencies and their contractors monitor the level of performance and make appropriate adjustments to improve performance or reduce cost, thereby effectively managing resources for snow and ice control operations and achieving the best possible value for the public dollar. The objective of this research project is to recommend methods and measures for assessing agency and contractor performance in snow and ice control operations. The research shall cover all road classifications.
KW - Condition surveys
KW - Highway safety
KW - Maintenance management
KW - Maintenance practices
KW - National Cooperative Highway Research Program
KW - Performance based specifications
KW - Performance evaluations
KW - Research projects
KW - Snow and ice control
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=884
UR - https://trid.trb.org/view/1231312
ER -
TY - ABST
AN - 01460603
TI - Research for AASHTO Standing Committee on Highways. Task 203. Update of AASHTO Maintenance Manual to Include Systems Operations and Management
AB - This study will develop a new chapter on Systems Operations and Management for AASHTO's Maintenance Manual. The consultant submitted a detailed outline of the chapter; the panel reviewed and approved the outline. Work is progressing toward completion in March 2006.
KW - Maintenance
KW - Maintenance management
KW - Manuals
KW - National Cooperative Highway Research Program
KW - Operations
KW - Research projects
KW - Systems
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1219
UR - https://trid.trb.org/view/1228820
ER -
TY - RPRT
AN - 01016502
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - Pueblo Freeway Management System (FMS) Final Report
PY - 2005/05/16/Final Report
SP - 3p
AB - The Pueblo Freeway Management System (FMS) was a FY00 earmarked project. The objective of the project was to enable the Colorado State Patrol (CSP), the City of Pueblo Police Department (PPD), and CDOT (both Region 2 and Colorado Traffic Management Center or CTMC in Denver) to remotely monitor roadway conditions and to deliver travel information to motorists along sections of I-25 and US50 in the City of Pueblo. Since its construction in October 2002, the system has improved incident management and responsive time, has enabled CDOT to monitor traffic conditions, has enhanced communications, and has allowed CDOT Region 2 to expand its Intelligent Transportation System (ITS) in the region. The system has become a very important element of the CDOT Region 2 ITS Architecture.
KW - Communications
KW - Freeway management systems
KW - Highway traffic
KW - Incident management
KW - Intelligent transportation systems
KW - Monitoring
KW - Pueblo (Colorado)
KW - System architecture
KW - Traffic control centers
KW - Traffic incidents
KW - Traveler information and communication systems
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14176.htm
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14301_files/14301.pdf
UR - https://trid.trb.org/view/772962
ER -
TY - RPRT
AN - 01019055
AU - Sarasua, Wayne A
AU - Davis, William J
AU - Chowdhury, Mashrur
AU - Clemson University
AU - South Carolina Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Interstate Highway Capacity in Short-term Work Zones: Phase 2
PY - 2005/05/15/Final Report
SP - 50p
AB - The South Carolina Department of Transportation (SCDOT) initiated a research study to quantitatively examine the development and implementation of a methodology for use in determining an updated lane closure policy within work zones along the interstate highway system. Phase 1 of the research presented several findings as discussed in the phase 1 final report published in 2003 (FHWA-SC-03-02). Phase 2 of this research addresses some of the research needs identified in the final report for the first phase. Specific emphasis of the study focused on determining the number of vehicles per lane per hour that can pass through short-term, interstate work zone lane closures, with minimum or acceptable levels of delay. The research tasks included a literature review and survey of states; instrumentation and field data collection; and data analysis and methodology development. A software tool based on the methodology was also developed. This report documents the work conducted on this project with particular emphasis on research conducted during the project's second phase.
KW - Data analysis
KW - Data collection
KW - Development
KW - Field data
KW - Highway capacity
KW - Implementation
KW - Instrumentation
KW - Interstate highways
KW - Lane closure
KW - Literature reviews
KW - Methodology
KW - Policy
KW - Research
KW - Software
KW - South Carolina
KW - States
KW - Surveys
KW - Traffic delays
KW - Traffic flow rate
KW - Work zones
UR - https://trid.trb.org/view/771728
ER -
TY - ABST
AN - 01460728
TI - Integrating Geo-Spatial Technologies into the Right-of-Way Data-Management Process
AB - Right-of-way (ROW) issues commonly cause project delay and increased costs. While many state DOTs use technology such as Computer-Aided Drafting and Design (CADD) to draft right-of-way plans, the final, approved plans are often manually recorded and filed on paper or mylar. Posting and storing such data by hand is obsolete, inefficient, and unresponsive to the demands of modern project management, encumbering multiple users from conveniently accessing real-time ROW information and resulting in undue delay and cost overruns. Moreover, paper and mylar records are more vulnerable to damage or destruction in the event of fire, flooding, or other catastrophic event. Manually recorded ROW information includes agency ownership, appraisal information, acquisition status, and property-management functions that are important for addressing real estate issues, utilities, environmental permitting and mitigation, access management, maintenance, and programming. Electronic management of this information improves coordination and consistency of data, leading to reduced project delivery delays caused by ROW acquisition. In addition, the ability to retrieve these data electronically provides fast, convenient, and consistent access to all users, reducing the time and expense needed to ship documents; eliminating repetitive entries; minimizing data-entry errors caused by multiple formats; and ultimately saving money for the DOTs. Electronic management of real estate information could improve coordination with local jurisdictions and provide appropriate data to the public on agency ownership of property. The automation of ROW functions and development of data-integration models using existing technology, including geo-spatial applications, are needed to enable multiple users to access the ROW information quickly and easily. Identifying the data elements needed to support the automation of ROW functions is the first step in the development of fully operational systems that integrate geo-spatial technologies into the ROW process. The objectives of this research are to (1) identify the data elements that need to be included in a data model for a ROW information system that includes a geo-spatial component and (2) provide examples of return on investment when geo-spatial capabilities are added to such systems.
KW - Access control (Transportation)
KW - Database management systems
KW - National Cooperative Highway Research Program
KW - Project management
KW - Real estate development
KW - Real time information
KW - Research projects
KW - Right of way (Land)
KW - Right of way (Traffic)
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=931
UR - https://trid.trb.org/view/1228946
ER -
TY - ABST
AN - 01460726
TI - Best Practices to Enhance the Transportation/Land-Use Connection in Rural America
AB - The objective of this project is to provide a "best practices" guidebook including case studies that address key, common transportation issues in rural areas associated with development and growth or decline.
KW - Best practices
KW - Land use
KW - Land use planning
KW - National Cooperative Highway Research Program
KW - Research projects
KW - Rural areas
KW - Rural development
KW - Transportation planning
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=928
UR - https://trid.trb.org/view/1228944
ER -
TY - RPRT
AN - 01016456
AU - Verhyen, John F
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - State Patrol Mobile Data Communications Network Phase II - Final Report and Local Evaluation
PY - 2005/05/12/Final Report
SP - 16p
AB - The Wisconsin Department of Transportation (WisDOT) has implemented a statewide digital microwave backbone infrastructure that is used to transport communications voice and data information for 161 public safety agencies throughout the State of Wisconsin. The information that is transported on the microwave system includes but is not limited to: routine daily voice communications, incident voice communications, driver license, license plate, criminal history, road sensor and Commercial Vehicle Information Systems and Networks (CVISN) information. Other low bandwidth roadway data that has or will be earmarked for transport by the statewide backbone infrastructure are included as well. The transported information is or will be available to Transportation Operating Centers (TOC), dispatch centers, public safety vehicles and emergency management centers. The reason this funding was requested is that the WisDOT needed to expand and upgrade the statewide backbone infrastructure into in rural areas that presently do not have radio coverage. Public safety agencies in these areas cannot access the information that is available to agencies within the radio coverage areas. Most of the information that is transported on the backbone infrastructure is of a critical nature. Agencies not able to receive the information that is pertinent to their activity at any given time have a substantial safety risk. This risk does not only affect the agency itself but also affects the general public of which some portion is involved in most incidents either directly or indirectly. Part of the reason for the critical nature of the coverage in rural areas is that many times public safety personnel work alone. Their only help comes from the information that they can receive from the radio communications infrastructure they operate on. The statewide microwave backbone infrastructure allows them access to any information they need to efficiently and safely perform their duties.
KW - Commercial vehicle operations
KW - Criminal histories
KW - Data communications
KW - Digital communication systems
KW - Driver licenses
KW - Evaluation
KW - Information systems
KW - License plates
KW - Microwave communication systems
KW - Mobile communication systems
KW - Networks
KW - Personnel
KW - Radio
KW - Rural areas
KW - Safety
KW - Sensors
KW - Traffic incidents
KW - Voice communication
KW - Wisconsin
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14170.htm
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14170_files/14170.pdf
UR - https://trid.trb.org/view/772960
ER -
TY - RPRT
AN - 01003751
AU - Kim, Y Richard
AU - King, Mark
AU - Momen, Mostafa
AU - North Carolina State University, Raleigh
AU - North Carolina Department of Transportation
AU - Federal Highway Administration
TI - Typical Dynamic Moduli for North Carolina Asphalt Concrete Mixes
PY - 2005/05/09/Final Report
SP - 260p
AB - This report presents results from an experimental study on the dynamic modulus testing of hot mix asphalts (HMAs) in uniaxial compression and indirect tension (IDT) modes. The study includes 42 mixtures that are commonly used in North Carolina and have varying aggregate sources, aggregate gradations, asphalt sources, asphalt grades, and asphalt contents. The procedures outlined in the AASHTO TP 62-03 "Standard Method of Test for Determining Dynamic Modulus of Hot-Mix Asphalt Concrete Mixtures" have been modified in this study by reducing the number of test temperatures from five to four and by increasing the number of loading frequencies. This modified four-temperature protocol resulted in a reduction of the testing time. The dynamic modulus database developed from the axial compression testing was used to evaluate the prediction accuracy of the two dynamic modulus predictive models that are currently available, i.e., the Witczak and Hirsch models. A case study was conducted to determine the effects of predictive errors on the fatigue cracking and rutting performance of HMA pavements. The database was also used to investigate the effects of different mixture variables on the dynamic modulus. It was found that the binder variables (i.e., the source, performance grade, and content) have a much more significant effect on the dynamic modulus than the aggregate variables (i.e., source and gradation). An analytical solution to determine the dynamic modulus, phase angle, and Poisson's ratio using the IDT test was developed using the theory of linear viscoelasticity. The resulting IDT dynamic modulus was found to be statistically the same as the dynamic modulus determined from the axial compression testing about 80% of the time. It was found that the amount of variability between replicates increases as the nominal maximum aggregate size (NMAS) increases. The digital image correlation (DIC) method, a noncontact, full-field displacement measurement technique, was employed to investigate the relationship between the displacement gauge length in the IDT test and the NMAS.
KW - Accuracy
KW - Aggregate gradation
KW - Aggregates by source
KW - Asphalt content
KW - Asphalt grades
KW - Asphalt mixtures
KW - Case studies
KW - Digital image correlation
KW - Dynamic modulus of elasticity
KW - Fatigue (Mechanics)
KW - Hot mix asphalt
KW - Indirect tension test
KW - Mathematical prediction
KW - Nominal maximum aggregate size
KW - North Carolina
KW - Pavement cracking
KW - Phase angle
KW - Poisson ratio
KW - Rutting
KW - Temperature
KW - Test protocols
KW - Time savings
KW - Uniaxial compression
KW - Viscoelasticity
UR - http://www.ncdot.org/planning/development/research/download/2003-09FinalReport.pdf
UR - https://trid.trb.org/view/759884
ER -
TY - ABST
AN - 01464656
TI - Lane Departure Video
AB - Background: NCHRP Project 17-18(3) developed several guides on reducing lane departure crashes. Sixteen states are participating in the "Lead State" effort to develop a plan and implement the strategies outlined in the guides. A Video News Release (VNR) is proposed to assist the states in their implementation efforts. The purpose of the VNR is to make citizens in the states that are participating in the NCHRP 17-18 "Lead State" initiative (1) aware of the significant contribution of "Lane Departure" crashes to the state's highway crash mortality and morbidity problem, and (2) inform them of the state's efforts to craft a comprehensive highway safety plan to reduce road departure crashes, deaths and injuries statewide.
Objective: The objective of this project is to produce a video news release for distribution by state DOTs to television stations in their state.
Tasks: To accomplish the objective, the following tasks are envisioned: (1) Participate in a pre-production meetings and consultation with the NCHRP staff. (2) Develop the script conceptualization and prepare the draft script. (3) After approval of the script by NCHRP conduct the location videotaping. (4) Submit the work edit tape for review by the NCHRP. (5) Based on the Task 4 review make changes as needed to work edit tape.
(6) Submit the 16 finished VNR's, B-roll of interviews, statistics, images, other video materials, audio sound bites, and script material for each state for local station lead-ins and production.
Status: The video news release has been distributed to the state DOTs.
Product Availability: No products are available.
KW - Fatalities
KW - Lane departures
KW - Mortality rates
KW - Ran off road crashes
KW - Traffic crashes
KW - Traffic safety
KW - Video cameras
KW - Videotapes
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=444
UR - https://trid.trb.org/view/1232888
ER -
TY - ABST
AN - 01460597
TI - Research for AASHTO Standing Committee on Highways. Task 194. Consistency of Titles for AASHTO Publications
AB - This study will develop definitions for the various terms used to categorize AASHTO engineering publications, determine legal implications, and develop a guide and template for naming publications. Agency Final Report (338 KB, 39 pp.) available in Adobe PDF.
KW - American Association of State Highway and Transportation Officials
KW - Consistency
KW - Definitions
KW - Development
KW - Documents
KW - Engineering
KW - Guidelines
KW - Legal factors
KW - Manuals
KW - National Cooperative Highway Research Program
KW - Research projects
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1535
UR - https://trid.trb.org/view/1228814
ER -
TY - ABST
AN - 01459044
TI - AASHTO Modifications of Consultant Reports
AB - No summary provided.
KW - Consultants
KW - National Cooperative Highway Research Program
KW - National security
KW - Reports
KW - Research projects
KW - Security
UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644
UR - https://trid.trb.org/view/1227256
ER -
TY - ABST
AN - 01458670
TI - Enhanced State DOT Participation in NTI Train-the-Trainer Workshops for Security Awareness
AB - NTI has developed and delivered security awareness training for several modes. Training is available at no charge to state DOTs, by direct delivery and train-the-trainer versions.
KW - Awareness
KW - National Cooperative Highway Research Program
KW - Research projects
KW - Security
KW - State departments of transportation
KW - Training programs
KW - Workshops
UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644
UR - https://trid.trb.org/view/1226881
ER -
TY - ABST
AN - 01458669
TI - Guidelines for Conduct of Emergency Training Drills, Simulations, and Exercises
AB - Develop a guidebook for use by transportation systems and emergency responders in the planning, design, development, implementation, and evaluation of drills, simulations, and exercises. TCRP Project J-10C is co-funding this project with a matching $100,000.
KW - Drills
KW - Emergency training
KW - Guidelines
KW - National Cooperative Highway Research Program
KW - Research projects
KW - Simulation
KW - Training programs
KW - Training simulators
KW - Transportation system management
UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644
UR - https://trid.trb.org/view/1226880
ER -
TY - RPRT
AN - 01020758
AU - The Bottom Line, Incorporated
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - Roadside Beautification Agile Collaboratory
PY - 2005/05/04/Final Report
SP - 61p
AB - The Pennsylvania Department of Transportation (PENNDOT) embarked on the Roadside Beautification Collaboratory that would further refine and define the agile collaboratory process. By forming cohesive, interdependent teams to focus on improving a process that would have a positive, statewide impact – and then utilize secure technology to share and disseminate information throughout the organization – PENNDOT and its employees could improve functionality while better serving the motoring public. Four primary objectives were undertaken: (1) To document the refined Agile Collaboratory Methodology in a simple, easy-to-understand guidebook that could be utilized statewide inside or outside of the organization; (2) To document, in manual form, the new and improved process for Roadside Beautification that could be used by District Roadside Specialists statewide; (3) To utilize current web-based technology to provide all collaboratory participants secure access to an online resource that would serve as a communications port, document repository and also serve as an ongoing after-action-review; and (4) To use input from all collaboratory teams to develop a marketing communications plan that aligned with existing statewide mandates, built program awareness, generated the submission of applications, and resulted in the planting and maintenance of the garden plots. It was found that, if statewide implementation is a primary goal, then collaboration that focuses on a process that can work across all districts is a desirable and necessary outcome. By creating a collaboratory process that effectively cuts across organizational and institutional boundaries, new ideas were shared and an improved process for roadside beautification was the result. It was determined that by involving individuals and groups outside of the organization, i.e. community leaders, gardening club members, motoring public, etc., a more realistic picture of the needs and concerns of Pennsylvania citizens could be painted.
KW - Awareness
KW - Beautification
KW - Collaborative research teams
KW - Communications
KW - Handbooks
KW - Improvements
KW - Maintenance
KW - Manuals
KW - Marketing
KW - Planting
KW - Processes
KW - Roadside
KW - Statewide
KW - Teams
KW - Web-based systems
UR - https://trid.trb.org/view/778452
ER -
TY - RPRT
AN - 01483321
AU - Nebraska Department of Roads
AU - Federal Highway Administration
TI - 2004 Continuous Traffic Count Data and Traffic Characteristics on Nebraska Streets and Highways
PY - 2005/05
SP - 275p
AB - The Nebraska Department of Roads, in cooperation with the Federal Highway Administration, collected and analyzed data at 61 continuous traffic count locations in 2004. Of these 61 locations, 39 are on rural state and federal highways, 8 on low volume rural roads, 2 on city streets in Grand Island, 3 on city streets in Lincoln, 6 on city streets in Omaha, 1 on the Interstate in South Sioux City, 1 on a city street in Scottsbluff, and 1 on a city street in Holdrege. Most of the machines have been converted to collect data on vehicle type, not just volume. As a result, continuous classification data is available at the majority of the stations. Short-term manual vehicle classification data was collected during 2004 at many of the remaining permanent continuous traffic counters. A traffic counter detects each passing vehicle and records hourly totals electronically. This information is retrieved periodically over the telephone lines by the Planning and Project Development Division of the Nebraska Department of Roads. Here the information is processed into Average Daily Traffic (ADT) figures. Some of the uses of these ADT values are determination of design standards, classification of highways, development of improvement programs and safety programs. Another important use of the information provided by these permanent traffic counters is to adjust many statewide 24- and 48-hour machine counts and 8-hour manual counts to annual average daily traffic volumes.
KW - Average daily traffic
KW - Nebraska
KW - Traffic counts
KW - Traffic data
KW - Traffic volume
KW - Vehicle classification
UR - http://nlc1.nlc.state.ne.us/epubs/R6000/S009-2004.pdf
UR - https://trid.trb.org/view/1251977
ER -
TY - RPRT
AN - 01352639
AU - Rogers, Brandy J
AU - Jauregui, David Villegas
AU - New Mexico State University, Las Cruces
AU - New Mexico Department of Transportation
AU - Federal Highway Administration
TI - Load Rating of Prestressed Concrete Girder Bridges: A Comparative Analysis of LFR and LRF
PY - 2005/05//Final Report
SP - 128p
AB - With the intention of supporting the Federal Highway Administration’s implementation of Load and Resistance Factor Design (LRFD), research efforts were made to facilitate the transition from Load Factor Rating (LFR) to Load and Resistance Factor Rating (LRFR) in the state of New Mexico. Five prestressed concrete girder bridges, courtesy of the NM bridge inventory, were rated using the BRASS-GIRDER and BRASS-GIRDER (LRFD) software. Research objectives include 1.) the evaluation of the BRASS software prior to full implementation by the NM Department of Transportation (DOT), 2.) the identification of the source of dissension between LFR and LRFR rating factors, 3.) the identification of any trends in the rating factors as affected by bridge geometry, 4.) the identification of any questionable bridges within the sample, and 5.) the use of the research findings to provide training of the LRFR method to the NMDOT. In verifying the BRASS software, all strength-based rating factors were in agreement with hand computations for LFR. The serviceability rating factor, however, differed by 16.7 percent and was therefore considered inadequate. With respect to BRASS-GIRDER (LRFD), potential errors relating to the Modified Compression Field Theory interfered with the computation of beta and theta, thus affecting the shear resistance. However, it was concluded that BRASS-GIRDER (LRFD) produces accurate results under the premise that the shear resistance is determined by means of a user defined beta and theta. The LRFR method generally yielded lower rating factors for flexure, with the longer span bridges demonstrating a larger deviation between LFR and LRFR. The live load effects were identified as the contributing parameter to the difference in rating methods. The dead load effects and flexural resistance had little impact. The LRFR rating factors for shear were generally lower than those produced by LFR. The discrepancy in rating factors was linked to the live load effects and shear resistance. The dead load effects contributed little to the variation in LFR and LRFR rating factors for shear. Overall, the shear ratings controlled over those based on flexure. Finally, a number of bridges proved inadequate for the shear ratings, while the flexure ratings were satisfactory.
KW - BRASS (Computer program)
KW - Bridge rating
KW - Comparative analysis
KW - Design load
KW - Flexure
KW - Girder bridges
KW - Live loads
KW - Load and resistance factor design
KW - Load factor
KW - New Mexico
KW - Prestressed concrete bridges
KW - Shear strength
KW - Static loads
UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM02STR01LoadRatingPrestressedConcreteGirderBridges2005.pdf
UR - https://trid.trb.org/view/1117076
ER -
TY - RPRT
AN - 01100766
AU - Federal Highway Administration
TI - Highway Performance Monitoring System Field Manual for the Continuing Analytical and Statistical Database
PY - 2005/05
SP - v.p.
AB - The Federal Highway Administration (FHWA) has the responsibility to assure that adequate highway transportation information is available to support its functions and responsibilities, including those of the Administration and the Congress. The primary purpose of the Highway Performance Monitoring System (HPMS) is to serve these data and information needs. The HPMS provides data that reflects the extent, condition, performance, use, and operating characteristics of the nation's highways. The provision of HPMS data is a cooperative effort with state highway agencies (SHAs), local governments and metropolitan planning organizations (MPOs) working in partnership to collect, assemble, and report the necessary information. In consultation with its HPMS partners, stakeholders, and customers, FHWA has identified the data to be reported and has provided data definitions and standards. FHWA has developed and maintains PC-based data submittal software and analytical models and techniques that FHWA and a number of States use with the HPMS data to do policy sensitive system, corridor, and subarea planning and programming. Taken together, these activities support informed highway planning, policy making, and decision making at the national, state, and local levels. The contents of the HPMS Field Manual are presented in seven chapters. Chapter I provides general information on the background, scope, and major uses of the HPMS, provides an overview of reporting requirements and introduces the sampling concept. Chapters II through VII provide more specific information on submittal requirements and the major components of an HPMS submittal: Chapter II - Data definitions; Chapter III - Reporting summary data; Chapter IV - Data item coding instructions; Chapter V - Linear Referencing System (LRS) reporting requirements; Chapter VI - Data update cycles; and Chapter VII - Sample selection and maintenance. Additional detailed information on specific data coding, sample selection, and technical procedures and requirements are included in Appendices A through N. These appendices should be consulted by those collecting and reporting HPMS data for explanation of specific requirements, techniques, or procedures to be used in developing the HPMS data set for FHWA.
KW - Coding systems
KW - Data collection
KW - Data reporting
KW - Data sampling
KW - Databases
KW - Decision making
KW - Highway Performance Monitoring System
KW - Highway planning
KW - Highways
KW - Linear referencing system
KW - Local government
KW - Manuals
KW - Metropolitan planning organizations
KW - Policy making
KW - State highway departments
UR - http://www.fhwa.dot.gov/ohim/hpmsmanl/hpms.htm
UR - https://trid.trb.org/view/860560
ER -
TY - RPRT
AN - 01100733
AU - MacDonald, Tracey
AU - Lidov, Phil
AU - Carter & Burgess, Incorporated
AU - Colorado Department of Transportation
AU - Federal Highway Administration
AU - Environmental Protection Agency
AU - North Front Range Metropolitan Planning Organization
TI - STEP UP Phase I Report
PY - 2005/05//Final Report (Phase I)
SP - 102p
AB - This report was prepared at the completion of Phase I of the Strategic Transportation, Environmental and Planning Process for Urbanizing Places (STEP UP) environmental streamlining pilot project. This project was initiated by the Federal Highway Administration (FHWA), the U.S. Environmental Protection Agency (EPA), the Colorado Department of Transportation (CDOT) and the North Front Range Metropolitan Planning Organization (NFRMPO) to evaluate procedures and tools that would result in improved transportation, land use and environmental planning. The report documents the efforts conducted under Phase I and provides recommendations for Phase II. As part of the project, a new model planning process was developed to incorporate environmental data and agency review at the earliest stages in transportation planning. An application was designed to provide a user-friendly interface to accomplish each step in the modified process and produce a reusable database of projects and environmental data. All environmental data should be based in a geographic information system (GIS) for display on maps within the application. A web-based collaborative application and statewide environmental database will be required in order to support the model planning process. Implementation of the STEP UP process will require short-term steps to test the model planning process and long-term steps to successfully implement the overall program at a statewide level. The outcomes from this process can be used by local, regional, state and federal agencies in their respective planning activities.
KW - Cumulative effects assessment
KW - Databases
KW - Environmental policy
KW - Environmental streamlining
KW - Geographic information systems
KW - Land use planning
KW - Transportation planning
UR - http://www.dot.state.co.us/publications/PDFFiles/stepup.pdf
UR - https://trid.trb.org/view/860323
ER -
TY - RPRT
AN - 01076772
AU - Federal Highway Administration
TI - Economic in Asset Management. The Hillsborough County, Florida, Experience
PY - 2005/05
SP - 20p
AB - This publication describes how, over the last 8 years, Hillsborough County, Florida, has planned and implemented a comprehensive Asset Management system for its roadway and stormwater infrastructure. The new system includes all the forecasting elements that are necessary to do multiyear budgeting of maintenance, operations, and eventual capital replacement of these assets. The Asset Management system replaces a previous management approach that was based largely on historic line-item expenditures, reactions to citizen or political demands, and corrective rather than preventive management strategies. In order to accomplish the transformation to an Asset Management approach, the Hillsborough County Public Works Department (department) formed management teams that identified the data and tools it would need to move forward. The department then contracted for the collection of comprehensive location and condition data for its roadway and stormwater assets and had these data loaded into a management information system, known as the Hillsborough County Asset Management System (HAMS). HAMS allows the ready retrieval of the condition and maintenance data, location of assets on the department's geographical information system (GIS) base map, analysis of the data, and the development of efficient strategies to preserve and improve the infrastructure. Included in HAMS is information on more than 6,200 lane-miles of paved roads, 4.2 million feet of storm pipe, and over 500,000 point assets, such as approximately 87,000 signs, 14,000 intersections, 30,000 stormwater inlets, and many other items. A critical component of Hillsborough County's Asset Management strategy is the use of economic analysis tools to aid in the evaluation of asset maintenance, replacement, and improvement strategies. The county's goal is to bring investment decisions to the dollar level as much as possible. The department uses economic analysis at several different levels in its decision-making process. In some asset categories, such as intersection and sidewalk improvements, the department applies benefit-cost analysis to HAMS and other data to evaluate individual improvement projects and to rank projects by priority. The department also evaluates life-cycle costs when considering potential actions for pavements, bridges, and stormwater assets. Finally, the county uses economic analysis methods to evaluate investments in new technologies, such as in its recent decision to incorporate light-emitting diode (LED) traffic signals into its traffic signal and intelligent transportation system (ITS) network. By improving the department's ability to manage these assets and target money more efficiently, HAMS will enable the county to save money in the long run. Near-term benefits are also significant. With HAMS, the department can keep the public informed about pending infrastructure services for several years into the future. The system has increased the department's accountability to the Board of County Commissioners and has led to increased funding of the preventive maintenance program. Using HAMS, Hillsborough County became an early implementer of accounting reforms required under Government Accounting Standards Board Statement No. 34 (GASB 34). Because it informs the department on the current and expected future conditions of all roadway and stormwater assets, HAMS greatly reduces the risk to the public of unexpected infrastructure failure. This reduced risk contributed to an improved flood insurance rating from the Federal Emergency Management Agency. Data in HAMS also facilitated the county's ability to anticipate and respond to damage caused by the hurricanes that struck Florida in August and September of 2004. Hillsborough County intends to expand the capabilities and coverage of its Asset Management program. Efforts are already underway to implement comprehensive infrastructure asset inventories in other departments: Water; Parks, Recreation, and Conservation; Planning and Growth Management; and Housing and Community Code Enforcement.
KW - Asset management
KW - Detention basins
KW - Drainage
KW - Economic analysis
KW - Geographic information systems
KW - Highway operations
KW - Hillsborough County (Florida)
KW - Infrastructure
KW - Intelligent transportation systems
KW - Life cycle costing
KW - Preventive maintenance
KW - Runoff
KW - Transportation infrastructure
UR - http://www.fhwa.dot.gov/infrastructure/asstmgmt/difl.pdf
UR - http://www.fhwa.dot.gov/infrastructure/asstmgmt/difl00.cfm
UR - https://trid.trb.org/view/821239
ER -
TY - RPRT
AN - 01031669
AU - Noureldin, A Samy
AU - Zhu, Karen
AU - Harris, Dwayne
AU - Li, Shuo
AU - Purdue University/Indiana Department of Transportation JHRP
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - Non-Destructive Estimation of Pavement Thickness, Structural Number, and Subgrade Resilience Along INDOT Highways
PY - 2005/05//Final Report
SP - v.p.
AB - Nondestructive testing has become an integral part for evaluation and rehabilitation strategies of pavements in recent years. Pavement evaluation employing the Falling Weight Deflectometer (FWD) and the Ground Penetrating Radar (GPR) can provide valuable information about pavement performance characteristics and be a very useful tool for project prioritization purposes and estimation of construction budget at the network level. FWD deflection testing is an accurate tool for determining pavement structural capacity and estimating the required thickness of overlays and hence is an accurate tool for planning for or estimating required current and future construction budgets. GPR is the only tool that a highway agency may use to develop an inventory of pavement layers thicknesses in the most efficient manner possible. By estimating pavement layer thicknesses and stiffness properties more reliable projections of network rehabilitation strategies and needs can be established, thus resulting in cost effective use of available funds. Traditional obstacles for the use of FWD and GPR in pavement evaluation at the network level used to be expenses involved in data collection, limited resources and lack of simplified analysis procedures. This report presents Indiana experience in pavement evaluation with the FWD and GPR at the network level. A network level FWD and GPR testing program is implemented as a part of a study to overcome those traditional obstacles. This testing program included Interstate Highways I-64, I-65, I-69, I-70 and I-74 and a number of U.S. Roads and State Routes. It is concluded that network level testing employing the FWD and GPR is a worthwhile, technically sound program that will provide a baseline of structural capacities of in–service pavements in Indiana. Periodical generation of necessary data will be useful for determining how best to quantify structural capacity and estimate annual construction budget. FWD data on 2200 lane miles of the Indiana Department of Transportation (INDOT) network is recommended annually for network level pavement evaluation. Only three FWD tests per mile are recommended. This amount of testing can easily be conducted in one testing season. The information collected will allow the equivalent of 100% coverage of the whole network in 5 years. GPR data is recommended to be collected once every 5 years (if another thickness inventory is needed), after the successful network thickness inventory conducted in this study. GPR data collection is also recommended at the project level and for special projects. Both FWD and GPR data is recommended to be used as part of the pavement management system (together with automated collected data of international roughness index, IRI, pavement condition rating, PCR, rut depth, pavement quality index, PQI, and skid resistance).
KW - Backcalculation
KW - Budgeting
KW - Cost effectiveness
KW - Data collection
KW - Deflection tests
KW - Falling weight deflectometers
KW - Federal aid highways
KW - Ground penetrating radar
KW - Indiana
KW - International Roughness Index
KW - Interstate highways
KW - Nondestructive tests
KW - Overlays (Pavements)
KW - Pavement condition rating
KW - Pavement management systems
KW - Pavement performance
KW - Pavement quality index
KW - Rehabilitation (Maintenance)
KW - Resilience (Materials)
KW - Rutting
KW - Skid resistance
KW - State highways
KW - Stiffness
KW - Structural number (Pavements)
KW - Subgrade (Pavements)
KW - Thickness
UR - http://docs.lib.purdue.edu/jtrp/158/
UR - https://trid.trb.org/view/787490
ER -
TY - RPRT
AN - 01030745
AU - Clarkston, Greg
AU - Simon, Marcia J
AU - Missouri Department of Transportation
AU - Federal Highway Administration
TI - Impact of Declining Intercity Bus Service in Missouri
PY - 2005/05//Final Report
SP - 132p
AB - To address the decline in intercity bus stops, the Missouri Department of Transportation (MoDOT) undertook a study to determine the level of ridership at Missouri bus stops and to determine the needs, characteristics and perceptions of Missouri riders. The results of the study would aid MoDOT's Multimodal Division in understanding the role of intercity bus service and reverse the trend of bus stop closures. Using a survey tool that was created for the study, face-to-face interviews were conducted with passengers. The interview process had three components: current trip information, previous bus trip experience, and demographic information. Missouri residents were the primary targets of the study, but the prominence of non-Missouri residents on the bus indicated there was an interstate component that should be included in the study. The interviews were conducted both at bus stops while passengers were waiting to board and on-board as the bus continued along its route. From the study, MoDOT was able to identify passenger characteristics related to demographic information, their frequency of use of intercity bus service and their perceptions about the current level of service. Bus passenger counts were also taken at most of the bus stops along routes.
KW - Bus transportation
KW - Demographics
KW - Intercity bus lines
KW - Intercity travel
KW - Interviewing
KW - Level of service
KW - Missouri
KW - Passenger counting
KW - Ridership
KW - Travel surveys
UR - http://library.modot.mo.gov/RDT/reports/Ri05041/or06013.pdf
UR - https://trid.trb.org/view/787650
ER -
TY - RPRT
AN - 01025860
AU - Harrison, Robert
AU - Bhat, Chandra
AU - Prozzi, Jolanda
AU - Roop, Stephen S
AU - Morgan, Curtis
AU - Warner, Jeff
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Diverting Containerized Freight From Key Texas Corridors
PY - 2005/05//Technical Report
SP - 66p
AB - The Texas Department of Transportation (TxDOT) has supported several freight studies since 2000 to enhance the transportation of freight in the state. The report covers the results of a study to examine container flows in Texas, display available data using a Geographic Information Systems (GIS) platform, and evaluate the potential for diverting containerized traffic from Texas highways to other modes, such as rail and barge. Chapter 2 gives background of the growth of rail-containerized flows and reports on the current flows of containers in the state. Chapter 3 provides current developments in containerized flows on rail and the potential for growth. If greater volumes are to move on rail, there needs to be a more structured relationship between TxDOT, the rail sector, and other private entities. This calls for an understanding of the nature and characterization of public-private partnerships, and Chapter 4 sheds light on that subject. Finally, Chapter 5 summarizes the findings and makes recommendations based on the conducted research, including some policy options to divert more containerized flows on rail.
KW - Barges
KW - Container traffic
KW - Corridors
KW - Freight transportation
KW - Geographic information systems
KW - Highways
KW - Intermodal transportation
KW - Modal diversion
KW - Policy
KW - Public private partnerships
KW - Railroads
KW - Recommendations
KW - Texas
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4410_2.pdf
UR - https://trid.trb.org/view/782690
ER -
TY - RPRT
AN - 01024449
AU - Maccubbin, Robert P
AU - Staples, Barbara L
AU - Mercer, Michael R
AU - Kabir, Firoz
AU - Abedon, Daniel R
AU - Bunch, James A
AU - Mitretek Systems
AU - Federal Highway Administration
TI - Intelligent Transportation Systems Benefits, Costs, and Lessons Learned: 2005 Update
PY - 2005/05
SP - 192p
AB - Intelligent Transportation Systems (ITS) technologies offer a clear opportunity to improve transportation safety, relieve congestion, and enhance productivity. This report is a continuation of a series of reports providing a synthesis of the information collected by the United States Department of Transportation's ITS Joint Program Office on the impact that ITS projects have on the operation of the surface transportation network, and the costs of ITS deployment and operations. New in the 2005 report is the inclusion of summaries of lessons learned from ITS planning, deployment, operations, and evaluation experience. Information in this report is drawn from the ITS Benefits and Costs Databases, regularly updated repositories of such information, available on the Internet at www.benefitcost.its.dot.gov. The report presents material from the databases that describes the impacts and costs of the intelligent transportation infrastructure as well as intelligent vehicle applications. More details of the lessons learned discussed in this report will be presented in the Internet-accessible ITS Lessons Learned Database planned to be available in the summer of 2005.
KW - Benefits
KW - Costs
KW - Databases
KW - Impacts
KW - Intelligent infrastructure
KW - Intelligent transportation systems
KW - Intelligent vehicles
KW - Lessons learned
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14073_files/14073.pdf
UR - https://trid.trb.org/view/782327
ER -
TY - RPRT
AN - 01020306
AU - Illinois State Toll Highway Authority
AU - Federal Highway Administration
TI - Travel Time Messaging on Dynamic Message Signs - Chicago, IL
PY - 2005/05
SP - 7p
AB - Originally designed and developed as a bypass around the Chicago Metropolitan area, the Illinois State Toll Highway Authority (ISTHA) is today a primary interstate transportation system for the northern Illinois area. Its 274 centerline mile system of toll roads includes: I-294 Tri-State Tollway, extending from Indiana to Wisconsin; I-90 Northwest Tollway, extending from the western limits of Chicago to Wisconsin (through Rockford); I-88 East-West Tollway, extending from the Tri-State Tollway to Rock Falls, Illinois, forty-four miles from the Mississippi River; and I-355 North-South Tollway, extending north seventeen miles from I-55 Stevenson Expressway. The Greater Chicago metropolitan area contains some of the most congested section of roadway in the country, with traffic increasing annually. In response, ISTHA has adopted a strategy of providing real time information to its customers, especially at decision points, about their travel to and from Chicago. ISTHA began providing average travel times from toll plaza to toll plaza based on IPASS toll transponder data collected by its Electronic Toll Collection (ETC) system. The automated IPASS toll collection system was implemented in 1993 and its users now number in excess of 1.5 million. This large number of users provides the Tollway with a significant penetration of vehicle probes, providing time-stamped location information to the Tollway in near real-time. This probe-based information is of a high quality because of IPASS system design requirements related to the support of monetary transactions. The data is used to calculate travel times using Origin and Destination location and time-stamp information. This paper discusses the experiences of the Illinois State Toll Highway Authority in implementing travel time messaging on variable message signs in Chicago, Illinois. Some topics covered include: Deployment Information, System Planning and Development, Data Collection and Processing, Travel Time Messaging, Relationships with Other Agencies/Stakeholders, Public Outreach and Impacts, and Issues Faced and How They Were Resolved.
KW - Advanced traveler information systems
KW - Automated toll collection
KW - Automatic vehicle location
KW - Chicago Metropolitan Area
KW - Data collection
KW - Deployment
KW - Development
KW - Highway traffic control
KW - Information processing
KW - Intelligent transportation systems
KW - Interagency relations
KW - Interstate highways
KW - IPASS
KW - Lessons learned
KW - Metropolitan areas
KW - Origin and destination
KW - Planning
KW - Public relations
KW - Real time information
KW - Stakeholders
KW - Systems
KW - Time stamps
KW - Toll plazas
KW - Toll roads
KW - Traffic congestion
KW - Transponders
KW - Travel time
KW - Variable message signs
UR - http://ops.fhwa.dot.gov/publications/travel_time_study/chicago/chicago_ttm.htm
UR - https://trid.trb.org/view/778438
ER -
TY - RPRT
AN - 01020302
AU - Oregon Department of Transportation
AU - Federal Highway Administration
TI - Travel Time Messaging on Dynamic Message Signs - Portland, OR
PY - 2005/05
SP - 4p
AB - The Oregon Department of Transportation (ODOT) Region 1 office is responsible for the operation and maintenance of Dynamic Message Signs (DMS) and the posting of travel time information to those signs on Portland area freeways. Supervision of such activities is conducted from its Regional Traffic Management and Operations Center (TMOC) located in downtown Portland. ODOT began supplying travel time information to drivers via DMS in order to provide supplemental "customer service" benefits including: a) helping drivers make more educated decisions concerning route choice, b) reducing trip time related anxiety, and c) improving the public's perception of the usefulness of the DMS (e.g., the public is now provided with accurate travel time data instead of just a message stating "Congestion Ahead," or a blank sign). The advanced traffic management system (ATMS) software used in Portland is a customized version of Georgia's NaviGAtor software. ODOT currently uses its ATMS software to post travel time data to three of the 17 DMS deployed in the Portland metropolitan area. Plans exist to post travel time messages on additional DMS in the system as more loop detectors are deployed. Research is underway to determine the manner in which the system can most effectively be expanded. Although there is always a trained operator on hand to monitor the system for disruptions, all travel time calculations and DMS travel time postings are automatic in nature. This minimizes the need for ODOT staff to devote time to ongoing system management. Communications between sensor (loop detector) sites and ODOT's ATMS system are conducted via fiber or dedicated phone line. Communications between the ATMS system and the DMS have in the past been conducted over dial-up phone-line; however, ODOT is now transitioning to support these communications over a gigabit Ethernet system. This paper discusses the experiences of the Oregon Department of Transportation in implementing travel time messaging on variable message signs in Portland, Oregon. Some topics covered include: Deployment Information, System Planning and Development, Data Collection and Processing, Travel Time Messaging, Public Outreach and Impacts, and Issues Faced and How They Were Resolved.
KW - Advanced traffic management systems
KW - Anxiety
KW - Attitudes
KW - Communications
KW - Data collection
KW - Decision making
KW - Deployment
KW - Development
KW - Ethernet
KW - Fiber optics
KW - Freeways
KW - Highway traffic control
KW - Information processing
KW - Intelligent transportation systems
KW - Lessons learned
KW - Loop detectors
KW - Metropolitan areas
KW - Planning
KW - Portland (Oregon)
KW - Public relations
KW - Route choice
KW - Systems
KW - Traffic control centers
KW - Travel time
KW - Variable message signs
UR - http://ops.fhwa.dot.gov/publications/travel_time_study/portland/portland_ttm.htm
UR - https://trid.trb.org/view/778440
ER -
TY - RPRT
AN - 01020300
AU - Tennessee Department of Transportation
AU - Federal Highway Administration
TI - Travel Time Messaging on Dynamic Message Signs - Nashville, TN
PY - 2005/05
SP - 5p
AB - The Tennessee Department of Transportation's (TDOT) SmartWay is the official name for the state of Tennessee's intelligent transportation system (ITS). The SmartWay is focused on the application of advanced information technologies to improve the safety and operation of highways and other transportation modes. ITS deployments included within the scope of the SmartWay include: traffic cameras, roadway traffic sensors, and dynamic message signs (DMS). The TDOT SmartWay Traffic Management Center (TMC) is responsible for the posting of travel time information to DMS. Travel time messages are currently displayed on two of the 20 fixed DMS managed by TDOT in the Nashville area. Travel time messages will be made available on two more DMS in October 2005. Travel time messages are controlled by MIST software (provided by PB Farradyne). All fixed DMS are NTCIP compliant and deployed on limited access roads. The TMC operates from 5:30 AM to 10:00 PM (M-F) and from 8 am-8 pm (Sat./Sun.). The TMC is staffed during peak hours by an operator, a supervisor, an operations manager, and a part-time operator. Travel time messages are available on the two DMS at all times unless there is an incident that needs to be reported. RTMS (radar-based side fire speed sensors) detectors deployed at ¼ mile intervals are used to collect the raw speed data used by the travel time system to calculate travel times. A CCTV network is also deployed locally and used to support travel time verification. The TDOT website provides a link to the SmartWay web page where images from the CCTV network and messages posted to the DMS can be viewed in real-time. This paper discusses the experiences of the Tennessee Department of Transportation in implementing travel time messaging on variable message signs in Nashville, Tennessee. Some topics covered include: Deployment Information, System Planning and Development, Data Collection and Processing, Travel Time Messaging, Public Outreach and Impacts, and Issues Faced and How They Were Resolved.
KW - Advanced traveler information systems
KW - Closed circuit television
KW - Data collection
KW - Deployment
KW - Detectors
KW - Development
KW - Highway traffic control
KW - Information processing
KW - Information technology
KW - Intelligent transportation systems
KW - Lessons learned
KW - Nashville (Tennessee)
KW - Planning
KW - Public relations
KW - Real time information
KW - SmartWay (Program : Tennessee)
KW - Speed data
KW - Systems
KW - Traffic control centers
KW - Travel time
KW - Variable message signs
KW - Websites (Information retrieval)
UR - http://ops.fhwa.dot.gov/publications/travel_time_study/nashville/nashville_ttm.htm
UR - https://trid.trb.org/view/778439
ER -
TY - RPRT
AN - 01020083
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Travel Time Messaging on Dynamic Message Signs - Houston, TX
PY - 2005/05
SP - 5p
AB - The Houston TranStar partnership is responsible for coordinating the planning, design and operation of transportation systems and emergency management functions, as well as the development and deployment of Intelligent Transportation Systems (ITS). TranStar plays a vital role in the management of Houston-area traveler information systems. Traveler information is disseminated by four means: dynamic message signs (DMS), highway advisory radio (HAR), the Internet, and the local media. TranStar began posting travel times onto DMS in 1996 and currently posts travel times onto 81 DMS across more than 250 centerline miles of Houston area freeways. These travel times are based on data collected from the close to two million "EZ-Tag" Automatic Vehicle Identification (AVI) toll transponders currently circulating around the Houston metropolitan area. Data from these vehicle probes is collected at 232 supplemental reader stations and transmitted to the TranStar transportation management center (TMC) for analysis. Reader stations are, on average, two-to-three miles apart, but not more than five miles apart. TranStar staff conducted an Internet-based survey to determine the types of information people wanted to see posted onto the DMS. Results of this survey indicated that drivers were primarily interested in seeing incident information and travel times. More recent surveys indicate that drivers now prefer that travel time information be posted above all other data. This paper discusses the experiences of the Texas Department of Transportation in implementing travel time messaging on variable message signs in Houston, Texas. Some topics covered include: Deployment Information, System Planning and Development, Data Collection and Processing, Travel Time Messaging, Public Outreach and Impacts, and Issues Faced and How They Were Resolved.
KW - Advanced traveler information systems
KW - Automatic vehicle identification
KW - Data collection
KW - Deployment
KW - Development
KW - Freeways
KW - Highway travel
KW - Houston (Texas)
KW - Information dissemination
KW - Information processing
KW - Intelligent transportation systems
KW - Lessons learned
KW - Public relations
KW - Surveys
KW - Toll collection
KW - Transponders
KW - Transportation planning
KW - TranStar
KW - Travel time
KW - Travelers
KW - Variable message signs
UR - http://ops.fhwa.dot.gov/publications/travel_time_study/houston/houston_ttm.htm
UR - https://trid.trb.org/view/778302
ER -
TY - RPRT
AN - 01004373
AU - Straus, Sandy H
AU - ESRA Consulting Corporation
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - New, Improved, Comprehensive, and Automated Driver's License Test and Vision Screening System
PY - 2005/05//Final Report
SP - 440p
AB - This one-of-a-kind comprehensive study highlights the importance of automated testing techniques and the significance of vision screening measures other than standard visual acuity testing for assessing all drivers and, in particular, at-risk drivers and older drivers. Non-automated tests tend to be subjective, time-consuming, costly, and heavily reliant on the experience of the examiner. Due to the high collision, injury, and fatality rates of all drivers in the State of Arizona, and the disproportionate number of at-fault older drivers and collision risks in the States of Arizona and Florida, new and automated screening methodologies and vision standards are now needed to promote road safety, predict visual impairment, and evaluate possible restriction or confiscation of driver's licenses. This study demonstrates that environmental factors and manner of collisions increase in collision involvement for drivers between ages 50 to 59 years in both Arizona and Florida. Drivers age 80 to 89 years in both states are most likely at-fault in collisions compared to all other age cohorts. These results are consistent among drivers cited for collision involvement due to visual defects. These findings, which span an 11-year period from 1991 to 2001, not only apply to Arizona and Florida, two states with some of the largest proportions of older individuals in the United States, but, as a global survey of motor vehicle bureau directors or their representatives in the United States, Commonwealth of Puerto Rico, United Kingdom, Canada, New Zealand, and Australia illustrate, any state, country, province, territory, commonwealth, or nation with an increasing number of older drivers. A pilot study, to follow, ultimately allows for the implementation of effective strategies for screening of visual impairment and eye disease in all Arizona drivers. Snellen acuity, the most widely used vision testing measure, accounts for less than 0.1% of the visual field and fails to quantify contrast sensitivity and color vision (Fink and Sadun, 2004), two of several visual parameters needed for safe driving. It is recommended that at-risk and older drivers in Arizona be tested for vision through a newly designed system of measures provided by two automated tests (to test vision condition and function) and one driving simulator (to assess eye status). Hence, it is integrated into a larger system and additional recommendations are provided as these relate to motor vehicle operation skills and cognition. These automated systems and methodologies may ultimately serve as a prototype of transportation license testing improvements for all other states, countries, and agencies (e.g., aviation, rail, maritime, commercial vehicles, etc.) to follow. Such techniques may also reduce the incidence of fraudulent schemes and issuances of driver's licenses, commercial driver's licenses, and hazardous materials transportation licenses.
KW - Aged drivers
KW - Arizona
KW - Automated testing
KW - Color vision
KW - Confiscation
KW - Contrast sensitivity
KW - Diseases and medical conditions
KW - Driver licensing
KW - Drivers
KW - Driving simulators
KW - Florida
KW - Highway safety
KW - License renewal
KW - Traffic crashes
KW - Vision screening system
KW - Vision tests
KW - Visual acuity
KW - Visually impaired persons
UR - http://azmemory.azlibrary.gov/cdm/ref/collection/statepubs/id/1250
UR - http://ntl.bts.gov/lib/24000/24900/24970/AZ559.pdf
UR - https://trid.trb.org/view/760373
ER -
TY - RPRT
AN - 01003884
AU - Cable, James K
AU - Karamihas, Steven M
AU - Brenner, Mark
AU - Leichty, Mark
AU - Williams, Jera
AU - Iowa State University, Ames
AU - Federal Highway Administration
AU - Iowa Department of Transportation
TI - Measuring Pavement Profile at the Slip-Form Paver
PY - 2005/05//Final Report
SP - 52p
AB - Pavement profile or smoothness has been identified nationally as a good measure of highway user satisfaction. This has led highway engineers to measure profiles of both operating and new highways. Operational highway profiles are often measured with high-speed inertial profilers. New highway profiles are usually measured with profilographs in order to establish incentives or disincentives for pavement construction. In most cases, these two processes do not measure the same value from the "cradle to grave" life of pavements. In an attempt to correct the inconsistency between measuring techniques, lightweight profilers intended to produce values to be used for construction acceptance are being made that measure the same profile as high-speed inertial profilers. Currently, two profiler systems have been identified that can measure pavement profile during construction. This research has produced a field evaluation of the two systems. The profilers evaluated in this study are able to detect roughness in the final profile, including localized roughness and roughness at joints. Dowel basket ripple is a significant source of pavement surface roughness. The profilers evaluated in this study are able to detect dowel basket ripple with enough clarity to warn the paving crew. String-line disturbances degrade smoothness. The profilers evaluated in this study are able to detect some string-line disturbances during paving operations. The profilers evaluated in this study are not currently able to produce the same absolute International Roughness Index (IRI) values on the plastic concrete that can be measured by inertial profilers on the hardened concrete. Construction application guidelines are provided.
KW - Customer satisfaction
KW - Disincentives
KW - Dowel basket ripple
KW - Field tests
KW - Hardened concrete
KW - Highways
KW - Incentives
KW - International Roughness Index
KW - Measuring instruments
KW - Pavement joints
KW - Pavement performance
KW - Pavement profile
KW - Pavement profilers
KW - Paving
KW - Polymer concrete
KW - Profilographs
KW - Ride quality
KW - Roughness
KW - Slip form pavers
KW - Smoothness
KW - String-line disturbances
KW - Surface course (Pavements)
KW - Texture
KW - Travelers
UR - http://publications.iowa.gov/id/eprint/2782
UR - http://www.ctre.iastate.edu/reports/paving_profile.pdf
UR - http://ntl.bts.gov/lib/55000/55800/55899/IA_PAVING_PROFILE.PDF
UR - https://trid.trb.org/view/760156
ER -
TY - RPRT
AN - 01003865
AU - Hoeschen, Brian
AU - Erker, Matt
AU - Janson, Bruce
AU - Philips, Joel
AU - Johnson, William
AU - Carter & Burgess, Incorporated
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - Validation of Urban Vehicle Classification Sampling Methodology
PY - 2005/05//Final Report
SP - 99p
AB - The Mobility Analysis Section of CDOT Division of Transportation Development (DTD) developed this study to determine whether the cluster count method developed by CDOT is statistically reliable for estimating vehicle classification on urban roadways with average daily traffic volumes exceeding 15,000 vehicles per day. Specifically, CDOT needed to assess whether or not the percentages of vehicles in the 13 FHWA vehicle classifications estimated by the cluster count method differ significantly from expected percentages obtained by 24-hour counts. Since vehicle classification is expensive to perform by manual observation over long periods of time, a statistically reliable method of estimating vehicle type percentages on urban roadways using a less time-consuming method is desirable. The study team utilized the chi-square statistical test to evaluate the similarity between vehicle classifications collected using the cluster count method and 24-hour vehicle counts collected using other data collection methods. Vehicle classification data were collected at 12 sites around Denver, Colorado that represented different roadway classes. The statistical tests between the data collected using the cluster count method and the 24-hour counts revealed that the current cluster count method varied beyond an acceptable statistical similarity to the 24-hour counts. Upon reaching this conclusion, the study panel simulated various changes to the short duration count methodology in an effort to identify the greatest improvement in statistical accuracy. As a result of this study, the recommended short duration vehicle classification methodology requires vehicle counts to be performed for 15 minutes every hour for a 24-hour period. This method exhibits strong statistical similarity to the 24-hour classification counts for all roadway classes and study sites included in this analysis. This collection method is statistically accurate, easy for field personnel to understand and collect, and is about one-third of the cost of a manual 24-hour count. The Mobility Analysis Section of DTD has developed a guidebook on the recommended short duration count methodology that will be available to CDOT staff, data collectors, consultants, and other public agencies. This guidebook outlines how to collect the short duration classification data, process and manage the data, and perform quality control checks.
KW - Average daily traffic
KW - Chi square test
KW - Cluster analysis
KW - Data collection
KW - Denver (Colorado)
KW - Estimating
KW - Methodology
KW - Reliability (Statistics)
KW - Statistical sampling
KW - Traffic counting
KW - Traffic volume
KW - Urban areas
KW - Urban highways
KW - Validation
KW - Vehicle classification
UR - http://www.dot.state.co.us/Publications/PDFFiles/Vehicleclassification.pdf
UR - https://trid.trb.org/view/760285
ER -
TY - RPRT
AN - 01018659
AU - Wilmot, Chester
AU - Zhang, Hong
AU - Fu, Haoqiang
AU - Jayadevan, Athira
AU - Wolshon, Brian
AU - Schneider, Helmut
AU - Sun, Xiaoduan
AU - Louisiana State University, Baton Rouge
AU - Louisiana Transportation Research Center
AU - Federal Highway Administration
TI - Statewide Traffic Safety Study Phase I: Review of Current Traffic Safety Research, Practice, Analytical Procedures, and Databases
PY - 2005/05//Final Report
SP - 192p
AB - This report synthesized the research findings of Phase I of the Statewide Traffic Study of Louisiana, sponsored by the Louisiana Department of Transportation and Development. The objective of Phase I was to provide a comprehensive review of the state of the art in highway traffic safety, both within the U.S. and abroad, including studies on factors influencing road safety, available databases, safety legislation, safety initiatives and programs, and safety-related funding, at both state and federal levels. Research on crash-related contributing factors, including human, roadway environment, and vehicle factors were reviewed in depth. The impact of intelligent transportation systems on traffic safety was also reviewed. Traffic safety laws, both at federal and state levels, were investigated to provide an overview of existing legislation. A variety of safety-related programs that have been implemented throughout the states were explored. These programs included aggressive driver programs, automated enforcement programs, cell phone enforcement programs, alcohol and drug impaired driving programs, occupant protection programs, helmet law enforcement programs, and older driver laws. Analytical tools and procedures commonly used in traffic safety analysis were also reviewed. These included statistical methods widely used in current practice and major ongoing initiatives [such as CHSIM, Interactive Highway Safety Design Model (IHSDM), and Highway Safety Manual], new tools [such as SafetyAnalyst, Road Safety Audits, American Association of State Highway Officials (AASHTO) Implementation Guides, etc.], and software packages [such as Critical Analysis Reporting Environment (CARE)]. Louisiana's safety-related funding in recent years was reviewed and the trend examined. Finally, a crash-related database inventory was conducted. This produced a list of federal and Louisiana databases that are of potential importance in the next phase of the study. The review revealed that road safety is indeed a problem in Louisiana. The crash rate in Louisiana is consistently among the ten highest state rates, alcohol-related accidents are among the highest in the nation, and car insurance rates have grown more rapidly in Louisiana in the last several years than any other state in the union. The review has provided the background from which a research program can be designed. The research program will identify the factors contributing to the high crash rate in Louisiana and recommend countermeasures that will improve the situation.
KW - Countermeasures
KW - Crash rates
KW - Databases
KW - Federal laws
KW - Financing
KW - Highway safety
KW - Intelligent transportation systems
KW - Louisiana
KW - Procedures
KW - Research
KW - Safety programs
KW - Software packages
KW - State laws
KW - State of the art
KW - Statistical analysis
KW - Traffic safety
UR - http://www.ltrc.lsu.edu/pdf/2005/fr_399.pdf
UR - https://trid.trb.org/view/771628
ER -
TY - RPRT
AN - 01011195
AU - Bligh, Roger P
AU - Sheikh, Nauman M
AU - Menges, Wanda L
AU - Haug, Rebecca R
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Portable Concrete Traffic Barrier for Maintenance Operations
PY - 2005/05//Technical Report
SP - 70p
AB - The objective of this project is to develop and test a portable barrier system for high-speed applications that can be easily transported and erected by Texas Department of Transportation (TxDOT) maintenance forces using readily available equipment such as a front-end loader. Consideration was given to factors such as segment length, segment weight, connection method, barrier constructability, and dynamic barrier deflection. A deflection constraint of 3 ft was imposed by the project panel. Based on the results of the testing and evaluation reported herein, the new precast, cross-bolt, F-shape concrete traffic barrier with 10-ft barrier segments is considered suitable for implementation on high-speed roadways. The cross-bolt connection system adapted for use in the new barrier helps limit dynamic deflection during an impact. When subjected to a crash test with an impact severity 15% greater than currently required in National Cooperative Highway Research Program (NCHRP) Report 350, the barrier deflected only 27 in. This is the lowest deflection of any free-standing, portable concrete barrier approved to NCHRP Report 350 requirements other than TxDOT's X-bolt barrier with 30-ft segments. The low deflection and ease of placement and repair make the barrier well suited for maintenance and work zone operations.
KW - Deflection
KW - High speed roads
KW - Impact tests
KW - NCHRP Report 350
KW - Temporary barriers
KW - Work zone traffic control
UR - http://tti.tamu.edu/documents/0-4692-1.pdf
UR - https://trid.trb.org/view/767649
ER -
TY - RPRT
AN - 01011187
AU - Lytton, Robert L.
AU - Masad, Eyad A
AU - Zollinger, Corey
AU - Bulut, Rifat
AU - Little, Dallas N
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Measurements of Surface Energy and Its Relationship to Moisture Damage
PY - 2005/05//Technical Report
SP - 172p
AB - Moisture damage in asphalt mixes can be defined as loss of strength and durability due to the presence of moisture at the binder-aggregate interface (adhesive failure) or within the binder (cohesive failure). This research focuses on the evaluation of the susceptibility of aggregates and asphalts to moisture damage through understanding the micro-mechanisms that influence adhesive bond between aggregates and asphalt and the cohesive strength and durability of the binder. Moisture damage susceptibility is assessed using surface energy measurements and Dynamic Mechanical Analysis (DMA). Surface energy is defined as the energy needed to create a new unit surface area of material in vacuum condition. Surface energy measurements are used to compute the adhesive bond strength between the aggregates and asphalt and cohesive bond strength in the binder. DMA testing evaluates the rate of damage accumulation in asphalt binders and mastics. The DMA apparatus applies a cyclic, torsional strain-controlled loading to cylindrical asphalt mastics until failure. DMA results are analyzed using continuum damage mechanics that focus on separating the energy expended in damaging the material from that associated with viscoelastic deformation. This report represents a new approach developed to analyze DMA results and calculate the rate of damage. The developed approach is used to evaluate six asphalt mixtures that have performed either well or poorly in the field. The resistance of the field mixes to moisture damage is shown to be related to the calculations of bind energies and the accumulated damage in DMA.
KW - Adhesion
KW - Aggregates
KW - Asphalt
KW - Asphalt mixtures
KW - Bituminous binders
KW - Bond strength (Materials)
KW - Cohesive strength
KW - Mastic asphalt
KW - Mechanical analysis
KW - Moisture damage
KW - Surface energy
UR - http://tti.tamu.edu/documents/0-4524-2.pdf
UR - https://trid.trb.org/view/767641
ER -
TY - RPRT
AN - 01013376
AU - Owusu-Ababio, Samuel
AU - Schmitt, Robert L
AU - University of Wisconsin, Platteville
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - Effects of Heavy Loading on Wisconsin’s Concrete Pavements
PY - 2005/05//Final Report
SP - 74p
AB - Wisconsin Department of Transportation District 7 filed a Report of Early Distress for a 6.5-mi stretch of USH 8 and an 8-mi stretch of USH 51 near Rhinelander in 2001. An investigation of the causes for the premature failures concluded that overloaded logging trucks were a key factor leading to the premature failure of the doweled jointed plain concrete pavements (JPCPs). Consequently, a recommendation was made to develop design guidelines for heavy truck loading on concrete pavements in Wisconsin. To develop the guidelines, JPCP design guides were solicited from several agencies, specifically, agencies located in Federal Highway Administration (FHWA) Climate Regions III and VI. A review of the design guides indicated that the 1993 American Association of State Highway and Transportation Officials (AASHTO) guide and the Portland Cement Association method are the two most popular state-of-the-art methods that attempt to address overloading, either using load safety factors or probabilistic concepts such as reliability. The two methods were further evaluated in terms of their ability to provide a transition to the AASHTO 2002 mechanistic-empirical design and allow a range of rehabilitation options for old JPCP. Based on the evaluation, the 1993 AASHTO guide was recommended for consideration in the design of JPCP in Wisconsin. The 1993 AASHTO guide was evaluated using data from one logging truck corridor along USH 8. The results indicated that a high-end reliability combined with modified rigid equivalent single axle load (ESAL) factors has the greatest potential to address overloading on Wisconsin�s concrete pavements.
KW - AASHTO Guide for Design of Pavement Structures
KW - Concrete pavements
KW - Design methods
KW - Equivalent single axle loads
KW - Guidelines
KW - Heavy vehicles
KW - Logging trucks
KW - Mechanistic design
KW - Overload damage
KW - Pavement design
KW - Pavement distress
KW - Rehabilitation (Maintenance)
KW - Wisconsin
UR - http://minds.wisconsin.edu/bitstream/handle/1793/6899/WHRP_05-06_Heavy_Loading.pdf
UR - http://wisdotresearch.wi.gov/wp-content/uploads/05-06heavyloading1.pdf
UR - https://trid.trb.org/view/767850
ER -
TY - RPRT
AN - 01010927
AU - Meyers, Deborah
AU - Pryor, Debra
AU - Pryor, Kathleen
AU - Partners In Brainstorms, Incorporated
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - Driver License Manuals Best Practices
PY - 2005/05//Final Report
SP - 157p
AB - Each motor vehicle jurisdiction in the United States has an established process by which it assesses the required knowledge of driver license applicants to determine whether they are able to operate their vehicles safely and thus qualify for a driver's license. Corollary to that assessment process is the jurisdiction's responsibility to provide drivers with the information for which they are to be held responsible during the licensing exam and subsequently while operating their vehicle on our nation's roadways. The primary means of providing this information to drivers is the jurisdiction's basic driver license manual. This study was directed at identifying best practices with regard to the basic driver license manuals produced by motor vehicle jurisdictions. To identify best practices, three types of information sources were consulted: (1) driver license manuals produced by motor vehicle jurisdictions throughout the country; (2) driver safety information produced by relevant government agencies and private organizations; and (3) research, news, education, and popular literature. Of 212 knowledge items recommended by the American Association of Motor Vehicle Administrators (AAMVA) for inclusion in driver manuals, 119 were addressed by a majority (51% or more) of the manuals reviewed and are considered best practices in subject matter content. Additional topics that should be considered best practices in subject matter content are: intersection safety, particularly with regard to red light running; sharing the road with trucks, particularly emphasis on their "No-Zones"; road rage and aggressive driving; driver distraction; seatbelt usage, particularly with regard to the jurisdiction's primary or secondary seatbelt laws; and following distance, with emphasis on the need for a three- or four-second gap. With regard to factors other than subject matter content, it was found that most jurisdictional manuals (77%) are smaller than the 8 1/2 in. x 11 in. size of the Arizona manual, with 48% opting for the compact 5 1/2 in. x 8 1/2 in. More than half the jurisdictions produce a version of the manual in Spanish, and more than a third of the jurisdictions produce a specialized driver manual directed at teen learners and their parents and encouraging parents' active involvement in their teen's learning process.
KW - American Association of Motor Vehicle Administrators
KW - Arizona
KW - Best practices
KW - Driver education
KW - Driver licensing
KW - Knowledge
KW - Language
KW - Manuals
KW - Size
KW - Surveys
KW - United States
UR - http://ntl.bts.gov/lib/25000/25000/25017/AZ553-Cover.pdf
UR - https://trid.trb.org/view/767213
ER -
TY - RPRT
AN - 01006024
AU - Gibbs, David
AU - Iwasaki, Randell
AU - Bernhard, Robert
AU - Bledsoe, James
AU - Carlson, Douglas
AU - Corbisier, Christopher
AU - Fults, Kenneth
AU - Hearne, Thomas
AU - McMullen, Kevin
AU - Roberts, John
AU - Rochat, Judith
AU - Scofield, Larry
AU - Swanlund, Mark
AU - American Trade Initiatives
AU - Federal Highway Administration
AU - American Association of State Highway and Transportation Officials (AASHTO)
TI - Quiet Pavement Systems in Europe
PY - 2005/05
SP - 48p
AB - Noise pollution is a growing concern in the United States. A major contributor of highway noise is at the tire-pavement interface, which means that quieter pavements could lead to reductions in traffic-generated noise. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of quiet pavement systems used in Europe to reduce traffic noise. All of the countries the scan team studied - Denmark, France, Italy, the Netherlands, and the United Kingdom - have policies requiring consideration of quiet pavement where noise is a concern. The focus is on three technologies - thin-surfaced, negatively textured gap-graded asphalt mixes, single- and double-layer highly porous asphalt mixes, and exposed aggregate concrete pavements. The countries are conducting extensive research on quiet pavement technology. The team's recommendations for U.S. implementation include evaluating the use of double-layer porous asphalt mixes to reduce noise on high-speed roadways, reducing the size of the aggregate used in mixes applied to the wearing surface, and trying thin-textured surfacing using a small aggregate in urban and other areas with lower traffic speeds. The team also recommends assembling a team of acoustical experts and pavement engineers to develop protocols for measuring the acoustical performance of quiet pavements.
KW - Acoustics
KW - Asphalt mixtures
KW - Concrete pavements
KW - Denmark
KW - Double layer
KW - Europe
KW - Experts
KW - Exposed aggregate concrete
KW - France
KW - Gap graded aggregates
KW - High speed roads
KW - Highway traffic
KW - Highways
KW - Italy
KW - Measurement
KW - Negatively textured
KW - Netherlands
KW - Noise
KW - Noise control
KW - Pavement design
KW - Policy
KW - Porous materials
KW - Quiet pavement systems
KW - Recommendations
KW - Rolling contact
KW - Scanning studies
KW - Size
KW - Thin textured surfacings
KW - Traffic speed
KW - United Kingdom
KW - United States
KW - Urban areas
KW - Wearing course (Pavements)
UR - http://ntl.bts.gov/lib/30000/30800/30896/FHWA-PL-05-011.pdf
UR - https://trid.trb.org/view/760931
ER -
TY - RPRT
AN - 01006023
AU - Keith, Kevin
AU - Trentacoste, Michael
AU - Depue, Leanna
AU - Granda, Thomas
AU - Huckaby, Ernest
AU - Ibarguen, Bruce
AU - Kantowitz, Barry
AU - Lum, Wesley
AU - Wilson, Terecia
AU - American Trade Initiatives
AU - Federal Highway Administration
AU - American Association of State Highway and Transportation Officials (AASHTO)
TI - Roadway Human Factors and Behavioral Safety in Europe
PY - 2005/05
SP - 52p
AB - Human factors issues associated with roadway design and operations are critical components of improving highway safety. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of European countries to identify how they incorporate human factors issues in the research, design, and operation of highways. The U.S. delegation observed seven concepts in Denmark, Finland, France, the Netherlands, Norway, and Sweden that it recommends for possible implementation in the United States. They include self-organizing roads, use of driving simulators in roadway design, multidisciplinary teams to investigate crashes, speed management techniques such as speed cameras, human-centered roadway analysis and design, cognitive models of drivers, and top-down leadership on safety goals. The team's recommendations for U.S. action include evaluating the 2+1 roadway design, promoting the use of driving simulators among the road-design community, assessing opportunities for coordinating long-term research on human factors and cognitive models, and encouraging top leadership commitment to road safety improvement.
KW - 2+1 Roads
KW - American Association of State Highway and Transportation Officials
KW - Behavior
KW - Cameras
KW - Cognitive models
KW - Crash investigation
KW - Denmark
KW - Driving simulators
KW - Europe
KW - Finland
KW - France
KW - Highway design
KW - Highway operations
KW - Highway safety
KW - Human factors
KW - Multidisciplinary teams
KW - National Cooperative Highway Research Program
KW - Netherlands
KW - Norway
KW - Research
KW - Roads
KW - Scanning studies
KW - Self organizing systems
KW - Speed control
KW - Strategic planning
KW - Sweden
KW - Top down leadership
KW - Traffic crashes
KW - Traffic safety
KW - U.S. Federal Highway Administration
KW - United States
UR - http://international.fhwa.dot.gov/humanfactors/
UR - https://trid.trb.org/view/760930
ER -
TY - RPRT
AN - 01006013
AU - DeWitt, Steven
AU - Yakowenko, Gerald
AU - Bohuslav, Thomas
AU - Ferguson, Tucker
AU - Hoelker, Eugene
AU - Molenaar, Keith
AU - Schiess, Greg
AU - Smythe, John
AU - Triplett, James
AU - Wagman, Richard
AU - American Trade Initiatives
AU - Federal Highway Administration
AU - American Association of State Highway and Transportation Officials (AASHTO)
TI - Construction Management Practices in Canada and Europe
PY - 2005/05
SP - 72p
AB - Construction management is an essential element of transportation project success, and evolving industry roles are creating changes in conventional U.S. construction management practices. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of construction management practices used in Canada and Europe for effective project delivery, contract compliance, and quality assurance. The U.S. team observed that the Canadian, European and U.S. transportation communities face similar political, financial, and resource challenges, but Canadian and European agencies have developed construction management systems that promote more collaboration between the public and private sectors and create stronger long-term partnerships. The international agencies are more willing to delegate traditional highway functions to the private sector when cost and schedule benefits are significant. The team's recommendations for possible implementation in the United States include developing risk assessment and allocation techniques, using qualifications in procurement, piloting early contractor involvement, applying alternate bids and designs in procurement, conducting preproposal meetings, and using appropriate alternative payment methods.
KW - Allocation
KW - Alternatives analysis
KW - American Association of State Highway and Transportation Officials
KW - Benefits
KW - Bids
KW - Canada
KW - Compliance
KW - Construction management
KW - Contractors
KW - Contracts
KW - Cooperation
KW - Costs
KW - Design
KW - Europe
KW - Governments
KW - National Cooperative Highway Research Program
KW - Payment
KW - Private enterprise
KW - Procurement
KW - Project delivery
KW - Public private partnerships
KW - Quality assurance
KW - Recommendations
KW - Risk assessment
KW - Scanning studies
KW - Scheduling
KW - U.S. Federal Highway Administration
KW - United States
UR - https://trid.trb.org/view/760838
ER -
TY - RPRT
AN - 01004371
AU - Nebraska Department of Roads
AU - Iowa Department of Transportation
AU - Federal Highway Administration
TI - Draft Environmental Impact Statement and Draft Section 4(f) Statement: Plattsmouth Bridge Study, Cass County, Nebraska, and Mills County, Iowa
PY - 2005/05
SP - v.p.
AB - This Draft Environmental Impact Statement (EIS) identifies and evaluates alternatives to provide a safe and efficient highway connection across the Missouri River between U.S. 75 and I-29, thereby improving the connection between Cass County, Nebraska, including the city of Plattsmouth, and southwest Iowa. The existing highway connection is currently served by the 76-year-old, structurally and functionally deficient Plattsmouth Bridge.
KW - Alternatives analysis
KW - Bridge replacement
KW - Cass County (Nebraska)
KW - Environmental impact statements
KW - Mills County (Iowa)
KW - Missouri River
KW - Plattsmouth (Nebraska)
UR - https://trid.trb.org/view/760341
ER -
TY - RPRT
AN - 01003781
AU - Barrett, Monica L
AU - Crabtree, Joseph D
AU - Pigman, Jerry G
AU - Walton, Jennifer R
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Development of Kentucky's Highway Incident Management Strategic Plan
PY - 2005/05//Final Report
SP - 192p
AB - Even though Kentucky has undertaken many initiatives to improve specific aspects of incident management, there has never been a plan that establishes an overall framework for a systematic, statewide, multi-agency effort to improve the management of highway incidents. The objective of this project was to develop a strategic plan that provides a vision and strategy for significantly improving all aspects of incident management. This report identifies the current and best practices for highway incident management in the United States and in Kentucky and establishes a vision for the future of highway incident management in Kentucky. The plan developed through the efforts of this project consists of a mission statement, 4 goals, 16 objectives, and 49 action strategies. The action strategies are arranged by priority and recommended time frame for implementation. When implemented, the action strategies will help Kentucky achieve its primary goals for incident management, which are as follows: 1) improved safety of responders, highway workers, and motorists; 2) reduced traffic delay; 3) improved motorist awareness; and 4) improved responder and highway worker preparedness.
KW - Awareness
KW - Best practices
KW - Disaster preparedness
KW - Emergency response planning
KW - Highway safety
KW - Incident management
KW - Kentucky
KW - Strategic planning
KW - Traffic crashes
KW - Traffic delays
KW - Traffic incidents
UR - https://trid.trb.org/view/760106
ER -
TY - RPRT
AN - 01003794
AU - Bonneson, J
AU - Lord, D
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Role and Application of Accident Modification Factors in the Highway Design Process
PY - 2005/05
SP - 42p
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 report describes the role and application of accident modification factors (AMFs) in the highway geometric design process. The potential applications of AMFs are identified and procedures for using AMFs are outlined. AMFs that can be used in design applications are also identified. Those AMFs that are needed to evaluate key highway design elements are identified. Recommendations are made regarding future research needed to enhance the use of AMFs in the design process.
KW - Accident modification factors
KW - Geometric design
KW - Guidelines
KW - Highway design
KW - Highway safety
KW - Planning and design
KW - Project development process
KW - Recommendations
KW - Research
KW - Safety design
UR - https://trid.trb.org/view/760189
ER -
TY - RPRT
AN - 01003357
AU - Balke, Kevin N
AU - Charara, Hassan
AU - Parker, Ricky
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Development of a Traffic Signal Performance Measurement System (TSPMS)
PY - 2005/05
SP - 83p
AB - The purpose of this research was to examine the type of performance measures that could be collected at an intersection and develop a system for automatically collecting these performance measures in the field. The authors began the research by conducting an assessment of the needs of the Texas Department of Transportation practitioners for an automated system to collect intersection and traffic signal performance measures. They then examined capabilities of some of the existing traffic signal controllers and detection systems to produce the desired performance measures. Based on the findings of the needs assessments and an evaluation of the limitation of the existing detection system, they developed a series of innovative performance measures that practitioners could use to assess traffic operations and the effectiveness of the signal timing at intersections. They then developed a prototype system for automatically collecting these data in the field. They installed the prototype system in two different locations that exhibited different operating characteristics and assessed the ability of the system to collect meaningful and appropriate performance measures.
KW - Automatic data collection systems
KW - Field tests
KW - Needs assessment
KW - Performance measurement
KW - Prototypes
KW - Traffic signal control systems
KW - Traffic signal timing
UR - https://trid.trb.org/view/759658
ER -
TY - RPRT
AN - 01002826
AU - Yazdani, Nur
AU - Haroon, Saif
AU - Fils-Aime, Martine
AU - FAMU-FSU College of Engineering
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - Accelerated Curing of Silica Fume Concrete
PY - 2005/05//Final Report
SP - 128p
AB - Silica fume is a common addition to high performance concrete mix designs. The use of silica fume in concrete leads to increased water demand. For this reason, Florida Department of Transportation (FDOT) currently allows only a 72-hour continuous moist cure process for concrete containing silica fume. Accelerated curing has been shown to be effective in producing high-performance characteristics at early ages in silica-fume concrete. However, the heat greatly increases the moisture loss from exposed surfaces, which may cause shrinkage problems. This experimental study was undertaken to determine the feasibility of steam curing of FDOT concrete with silica fume in order to reduce precast turn around time. Steam curing durations of various lengths were utilized. The concrete compressive strength, surface resistivity and shrinkage (both in small samples and full scale samples) were determined for various durations of steam curing. Results indicate that steam cured silica fume concrete met all FDOT requirements for the 12, 18, and 24 hours of curing periods. All steam cured samples demonstrated excellent durability up to 1 year age. No shrinkage cracking was observed in any samples up to one year age. It is recommended that FDOT allow the first 12-24 hours duration steam curing for silica fume concrete, followed by continuous curing for the remaining period of 72 hours.
KW - Accelerated curing
KW - Compressive strength
KW - Durability
KW - High performance concrete
KW - Shrinkage
KW - Silica fume
KW - Steam curing
KW - Surface resistivity
UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BD488_rpt.pdf
UR - https://trid.trb.org/view/758965
ER -
TY - RPRT
AN - 01001588
AU - Kopf, Jaime M
AU - Nee, Jennifer
AU - Ishimaru, John M
AU - Hallenbeck, Mark E
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - ATIS Evaluation Framework
PY - 2005/05//Final Research Report
SP - 118p
AB - This report documents the results of five Advanced Traveler Information System (ATIS) project evaluations performed for the Washington State Department of Transportation. The projects encompassed a range of devices in both urban and rural environments. Guidelines and lessons learned for planning and operating ATIS programs were then developed from the evaluation results. These observations were clustered into common themes in the areas of maintenance, rural projects, project management, staffing, training, support, and customer response. As part of this effort, a standardized approach for evaluating ATIS projects was developed. The approach was designed to focus on technical, management, and organizational lessons learned. The method was effective in producing useful information about ATIS benefits and deployment issues. Using that approach, an additional nineteen required ATIS evaluations will be performed in a second project phase. The additional evaluations will also provide an opportunity to further verify and strengthen the initial lessons learned, as well as to expand the method.
KW - Advanced traveler information systems
KW - Benefits
KW - Customer satisfaction
KW - Deployment
KW - Evaluation
KW - Lessons learned
KW - Maintenance
KW - Project management
KW - Rural areas
KW - Selection and appointment
KW - Training
UR - http://www.wsdot.wa.gov/research/reports/fullreports/606.1.pdf
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14313.htm
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14313_files/14313.pdf
UR - https://trid.trb.org/view/757368
ER -
TY - RPRT
AN - 01001586
AU - Pearson, W
AU - Richmond, M
AU - Johnson, G
AU - Sargeant, S
AU - Mueller, R
AU - Cullinan, V
AU - Deng, Z
AU - Dibrani, B
AU - Guensch, G
AU - May, C
AU - O'Rourke, L
AU - Sobocinski, K
AU - Tritico, H
AU - Pacific Northwest National Laboratory
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Protocols for Evaluation of Upstream Passage of Juvenile Salmonids in an Experimental Culvert Test Bed
PY - 2005/05//Final Report
SP - 93p
AB - The Washington State Department of Transportation (WSDOT) and its partner agencies developed a research program to design new and retrofit culverts. The goal of this program is to identify culvert bed configurations, designs, and associated hydraulic conditions that allow successful movement of juvenile salmonids upstream, while safely passing water, sediment, and debris downstream. WSDOT in cooperation with the Washington Department of Fish and Wildlife (WDFW) constructed a culvert test bed at the WDFW's Skookumchuck Hatchery in western Washington State. Battelle conducted experiments to establish protocols for future research on bed conditions, culvert shape, etc. This technical report describes various protocols, such as time of day, duration of test, and density of test fish, and provides hydraulic and biological characterizations of a baseline culvert.
KW - Culverts
KW - Design
KW - Experiments
KW - Fish passage
KW - Protocols
KW - Research
KW - Retrofitting
KW - Salmon
KW - Test beds
UR - http://www.wsdot.wa.gov/research/reports/fullreports/614.1.pdf
UR - http://ntl.bts.gov/lib/25000/25100/25103/614_1.pdf
UR - https://trid.trb.org/view/757375
ER -
TY - RPRT
AN - 01001483
AU - Lambert, James H
AU - Jennings, R K
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - Business Process Modeling for the Virginia Department of Transportation: A Demonstration with the Integrated Six-Year Improvement Program and the Statewide Transportation Improvement Program: Executive Summary
PY - 2005/05//Final Contract Report
SP - 24p
AB - This effort demonstrates business process modeling to describe the integration of particular planning and programming activities of a state highway agency. The motivations to document planning and programming activities are that: (i) resources for construction projects are used effectively; (ii) employees know where projects are in their construction life cycles and how projects may have been changed; (iii) the time of agency employees is used effectively; and (iv) the employees are working together to complete transportation projects in a reasonable time. The effort adopts the Integrated Definition for Function (IDEF) modeling capability of the BPWin software (also known as the AllFusion Process Modeler). IDEF modeling encourages consistent documentation of who generates what information, products, services; for whom; how; and for what reasons. Across the agency, the modeling is useful in prioritizing processes for change and maintenance. The modeling empowers employees at all levels, makes institutional knowledge relevant and accessible, and removes bottlenecks. It also encourages the development of integrated systems along functional lines, including administration, engineering, and operations, and focuses agency personnel on the "good" rather than the "perfect" system. Highway agencies have multiple business processes that can benefit from an integrated description of business and technology in process models. For example, the information technology division of a large highway agency maintains and develops around sixty software applications at any one time. Business process modeling helps the division improve their allocation of resources and priorities to these applications. This document provides the purpose and scope of the effort, the method behind IDEF modeling and the AllFusion software, the results and discussion of the effort, the deliverables, and the recommendations for future work. The authors identify some significant benefits that can be realized by an implementing agency in exchange for modest costs. This Executive Summary presents a summary of the document described above.
KW - Benefits
KW - Business process modeling
KW - Documentation
KW - Employee empowerment
KW - Highway departments
KW - Implementation
KW - Improvements
KW - Information technology
KW - Integrated systems
KW - Planning
KW - Programming (Planning)
KW - Resource allocation
KW - State departments of transportation
KW - Strategic planning
KW - Virginia Department of Transportation
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr18.pdf
UR - http://ntl.bts.gov/lib/37000/37200/37240/05-cr18.pdf
UR - https://trid.trb.org/view/757257
ER -
TY - RPRT
AN - 01001473
AU - Lambert, James H
AU - Jennings, R K
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - Business Process Modeling for the Virginia Department of Transportation: A Demonstration with the Integrated Six-Year Improvement Program and the Statewide Transportation Improvement Program
PY - 2005/05//Final Contract Report
SP - 112p
AB - This effort demonstrates business process modeling to describe the integration of particular planning and programming activities of a state highway agency. The motivations to document planning and programming activities are that: (i) resources for construction projects are used effectively; (ii) employees know where projects are in their construction life cycles and how projects may have been changed; (iii) the time of agency employees is used effectively; and (iv) the employees are working together to complete transportation projects in a reasonable time. The effort adopts the Integrated Definition for Function (IDEF) modeling capability of the BPWin software (also known as the AllFusion Process Modeler). IDEF modeling encourages consistent documentation of who generates what information, products, services; for whom; how; and for what reasons. Across the agency, the modeling is useful in prioritizing processes for change and maintenance. The modeling empowers employees at all levels, makes institutional knowledge relevant and accessible, and removes bottlenecks. It also encourages the development of integrated systems along functional lines, including administration, engineering, and operations, and focuses agency personnel on the "good" rather than the "perfect" system. Highway agencies have multiple business processes that can benefit from an integrated description of business and technology in process models. For example, the information technology division of a large highway agency maintains and develops around sixty software applications at any one time. Business process modeling helps the division improve their allocation of resources and priorities to these applications. This document provides the purpose and scope of the effort, the method behind IDEF modeling and the AllFusion software, the results and discussion of the effort, the deliverables, and the recommendations for future work. Ten appendices provide the technical results. The authors identify some significant benefits that can be realized by an implementing agency in exchange for modest costs.
KW - Benefits
KW - Business process modeling
KW - Documentation
KW - Employee empowerment
KW - Highway departments
KW - Implementation
KW - Improvements
KW - Information technology
KW - Integrated systems
KW - Planning
KW - Programming (Planning)
KW - Resource allocation
KW - State departments of transportation
KW - Strategic planning
KW - Virginia Department of Transportation
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr15.pdf
UR - http://ntl.bts.gov/lib/37000/37200/37239/05-cr15.pdf
UR - https://trid.trb.org/view/757255
ER -
TY - SER
AN - 01001463
JO - TechBrief
PB - Federal Highway Administration
TI - Achieving a High Level of Smoothness in Concrete Pavements without Sacrificing Long-Term Performance
PY - 2005/05
SP - 4p
AB - A portland cement concrete (PCC) pavement must achieve both a high level of smoothness during construction as well as a satisfactory long-term performance. It is unclear whether the smoothness of a pavement measured immediately after it is paved truly reflects the initial smoothness of the pavement because the smoothness can undergo changes over the short term (e.g., within 3 months) due to curling or warping effects. This research was performed to: assess whether high initial smoothness translates into better long-term performance; identify design features and material properties in PCC pavements that can cause an initially smooth pavement to exhibit detrimental long-term performance; provide guidance on adjustments that can be made to material properties, design features, and construction procedures in order to avoid these detrimental effects; investigate early age changes in smoothness of PCC pavements; and provide recommendations and guidelines regarding smoothness testing. This TechBrief summarizes the research findings, which are presented in greater detail in a report by the same title (FHWA-HRT-05-068). Among the topics discussed in the TechBrief are the following: the value of building smoother pavements; the effect of design features on smoothness of jointed plain concrete (JPC) pavements; the effect of PCC material properties on smoothness of JPC pavements; construction considerations; measurement of smoothness; early age changes in roughness and profile; and use of profile data for achieving smoother pavements.
KW - Concrete pavements
KW - Construction management
KW - Curling
KW - Measurement
KW - Pavement design
KW - Pavement performance
KW - Pavement profile
KW - Portland cement concrete
KW - Properties of materials
KW - Road construction
KW - Roughness
KW - Smoothness
KW - Testing
KW - Warpage
UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/05069/05069.pdf
UR - https://trid.trb.org/view/757180
ER -
TY - RPRT
AN - 01001462
AU - Pant, Prahlad D
AU - Cheng, Yizong
AU - Rajagopal, Arudi
AU - Kashayi, Nagaraju
AU - University of Cincinnati
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - Field Testing and Implementation of Dilemma Zone Protection and Signal Coordination at Closely-Spaced High-Speed Intersections
PY - 2005/05//Final Report
SP - 91p
AB - The report presents the details of a study carried out to test and implement a dilemma zone protection technique at three high-speed closely-spaced intersections on Roosevelt Boulevard in Middletown, Ohio. Several factors that affect the testing and implementation of the dilemma zone reduction technique were considered as follows: (a) length of dilemma zone, which allowed for vehicular speeds ranging from 45 mph (72.41 kph) to 60 mph (96.54 kph) since speeds on these roadways are not uniform and tend to vary within a wide range; (b) detectors, which takes into account the varying speeds that exist on these roadways, were located at 300 ft (91.44 m) or 600 ft (182.88 m), but not both; (c) green extensions, which varied from 1 sec to 5 sec in increments of 1 sec, with the "no green extension" being used as the base case; and (d) vehicle conflicts caused by (i) running red light, (ii) stopping abruptly or (iii) accelerating through yellow representing the dilemma zone problem. The traffic data were collected during off peak hours in the morning (9am-11am) and at night (8pm-10pm). In all, 288 hours of data were collected on the six intersection approaches. The analysis revealed that accelerating through yellow was the major conflict for all intersections, followed by running red and stopping abruptly, respectively. The study indicated that the three types of conflicts, namely, running red light, stopping abruptly and accelerating through yellow, can be successfully used to identify vehicles that experience dilemma zone problems at signalized intersections. Overall, this study has shown that, for the roadway segment of Roosevelt Boulevard between Highland and Armco, which has a speed limit of 45 mph (72.41 kph), dillemma zone protection can be effective by placing detectors at 300 ft (91.44 m) and providing a green extension of 3 sec on most, but not all, approaches. The effectiveness was more evident during the morning period than during the night period indicating that drivers' speed behavior may be different during daylight and night conditions. The study shows that there is no one "universal" rule for dilemma zone protection that would apply equally to all intersections because each intersection is unique in its geometric and operational characteristics and vehicular speeds on any intersection varies within a wide range. Recommendations for implementing the technique for future improvements of intersections identified with dilemma zone problems were made.
KW - Acceleration (Mechanics)
KW - Data collection
KW - Dilemma zone
KW - Field tests
KW - Green interval (Traffic signal cycle)
KW - High speed intersections
KW - Implementation
KW - Length
KW - Loop detectors
KW - Middletown (Ohio)
KW - Morning
KW - Night
KW - Off peak periods
KW - Red light running
KW - Signalized intersections
KW - Stopping
KW - Traffic control
KW - Traffic data
UR - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2005/Traffic/14754-FR.pdf
UR - https://trid.trb.org/view/757152
ER -
TY - RPRT
AN - 01001277
AU - Cothran, Cheryl C
AU - Combrink, Thomas E
AU - Northern Arizona University, Flagstaff
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - Grand Canyon National Park & Northern Arizona Tourism Study
PY - 2005/05//Final Report
SP - 108p
AB - As Arizona's premier attraction, Grand Canyon National Park (GCNP) averages approximately 4.5 million visitors a year. Motor vehicles are the main travel mode for the vast majority of these visitors. Thus, GCNP visitors have an enormous impact on highways and transportation corridors throughout Arizona, especially northern Arizona. The exact nature of this visitor impact, however, especially overall regional travel patterns, has not been studied for many years. A 12-month scientific survey was conducted by the Arizona Hospitality Research and Resource Center at Northern Arizona University--the first in-depth GCNP survey in more than a decade. More than 7,800 visitors at both the North and South Rims were surveyed. The transportation section of the GCNP visitor survey produced data on visitors' highway usage and travel patterns, including: travel mode; state-entry points and park-entrance roads used; overall trip miles traveled in Arizona; roads traveled and towns visited; length of stay/overnights in communities; visitor perceptions of the quality, safety and congestion of Arizona highways; visitor perceptions of the clarity and effectiveness of highway signage; availability of traveler amenities; and, perceptions of the frequency and quality of northern Arizona rest stops. This research will increase knowledge of GCNP visitors' travel patterns and road usage. Correlations were run between transportation responses and other survey data (demographics, origins, etc.) to define further visitors' travel patterns and transportation needs. This research will help the Arizona Department of Transportation (ADOT) develop transportation strategies to improve the overall efficiency of the Arizona highway transportation system (focusing on northern Arizona), reduce environmental impacts, plan infrastructure investments, provide efficient access, and craft development patterns. Information is essential to inform decision-makers at all levels--federal, state and local--on issues regarding visitor travel patterns on Arizona roadways, as well as overall use and allocation of TEA-21 funds, with special attention to national park and tourism/visitor usage. The process owner will be the Transportation Planning Division of ADOT.
KW - Access
KW - Demographics
KW - Environmental impacts
KW - Grand Canyon
KW - Highway safety
KW - Impact studies
KW - Infrastructure
KW - Investments
KW - Northern Arizona
KW - Roadside rest areas
KW - Strategic planning
KW - Tourism
KW - Tourists
KW - Traffic congestion
KW - Traffic signs
KW - Transportation modes
KW - Travel behavior
KW - Travel patterns
KW - Travel surveys
KW - Traveler perception
KW - Vehicle miles of travel
UR - http://ntl.bts.gov/lib/24000/24900/24972/AZ565.pdf
UR - https://trid.trb.org/view/756896
ER -
TY - RPRT
AN - 01000941
AU - Smith, Brian Lee
AU - Evans, Marc E
AU - Babiceanu, Simona
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - Development of Incident Data Collection Standards for Virginia Department of Transportation Freeway Operations
PY - 2005/05//Final Contract Report
SP - 31p
AB - The effective management of incidents is necessary in order to maintain efficient freeway operations. Within the Virginia Department of Transportation (VDOT), there are a number of units responsible for supporting incident management. These groups collect data describing the incidents they manage in order to facilitate real-time coordination and to allow for post-event analysis to improve incident management practices. However, the units generally collect different data elements and describe incident characteristics in different ways. This significantly reduces the value of these data. The purpose of this research project was to develop statewide incident data collection standards for use in VDOT freeway operations. The standard developed in this research includes the following 15 data elements: Unique ID, Incident Type, Incident Severity, General Description, Agencies Responding, Reversible High-Occupancy Vehicle Facility State, Lanes Closed, Route, Nearest Mile Marker, City or County, Direction, Start Time, End Time, Video Coverage, and Detection Source. This standard is beneficial in that it supports regional and statewide coordination of incident management and fully supports the incident management performance measures recently adopted by VDOT's Statewide Incident Management Committee. Furthermore, the VDOT standard is shown to comply with national intelligent transportation systems standards related to incident management. Risks of implementing the standard include a possible increase in data entry requirements and the potential need to modify software and databases slightly at some of VDOT's transportation management systems.
KW - Data collection
KW - Freeway operations
KW - Incident management
KW - Intelligent transportation systems
KW - Standards
KW - Traffic incidents
KW - Virginia
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr19.pdf
UR - https://trid.trb.org/view/756742
ER -
TY - RPRT
AN - 01001010
AU - Cramer, Stephen D
AU - Bullard, Sophie J
AU - Covino, Bernard S
AU - Ziomek-Moroz, Malgorzata
AU - Holcomb, Gordon R
AU - Tinnea, Jack
AU - Oregon Department of Transportation
AU - Federal Highway Administration
TI - Intermittent Application of Cathodic Protection
PY - 2005/05//Interim Report
SP - 74p
AB - Oregon’s coastal highway includes over 120 bridges, most of which are reinforced concrete (RC) bridges. Over 40,000 m2 (430,566 ft2) of bridge surface has been repaired and protected from further corrosion damage using thermal-sprayed (TS) zinc anodes in impressed current and sacrificial cathodic protection (CP) systems. In addition, thermal-sprayed titanium, conductive carbon paint, and zinc-hydrogel anodes are being evaluated in demonstration projects on coastal RC bridges. Field and laboratory studies were conducted to evaluate commercial corrosion rate monitoring devices (CRMDs) suitable for use in intermittent CP (ICP) field operation on Oregon's coastal RC bridges. These studies showed that there was good agreement between mass loss and linear polarization resistance (LPR) measurement of rebar corrosion rates when the Stearn-Geary constant B was estimated using harmonic distortion analysis (HDA). There was good agreement between laboratory LPR corrosion rate measurements for rebar in concrete and measurements made using three commercial CRMDs (Gamry RPX1 LPR, SmartCET LPR, and SmartCET HDA). Since ICP operation uses depolarization and protection current measurements to monitor the CP system performance, it is necessary to install the CP system with conductive coating anodes isolated from the rebar. The studies showed TS zinc anode CP systems on RC bridges exhibit long-term increases in CP system circuit resistance and decreases in anode bond strength that would benefit from the application of ICP. However, there was no evidence that TS titanium and carbon paint ICCP anodes or zinc hydrogel SACP anodes would benefit from the application of ICP. A two year field study is recommended for an Oregon coastal RC bridge with multiple TS zinc anode CP zones to assess the effectiveness of ICP compared to present Oregon DOT CP practices for protecting coastal bridges from corrosion damage. Four ICP test zones are proposed along with two impressed current CP (ICCP) control zones. The four zones include: (1) current-interrupt ICCP, (2) corrosion-rate controlled ICCP, (3) constant-voltage CP, and (4) sacrificial CP.
KW - Anodes
KW - Carbon
KW - Cathodic protection
KW - Coasts
KW - Conductive
KW - Constant voltage
KW - Corrosion protection
KW - Corrosion rate
KW - Equipment
KW - Field studies
KW - Hydrogel
KW - Intermittent
KW - Laboratory studies
KW - Monitoring
KW - Oregon
KW - Paint
KW - Reinforced concrete bridges
KW - Reinforcing bars
KW - Thermal spray coatings
KW - Titanium
KW - Zinc
UR - http://oregon.gov/ODOT/TD/TP_RES/docs/Reports/CathodicProInterimRpt.pdf
UR - https://trid.trb.org/view/756768
ER -
TY - RPRT
AN - 01000945
AU - Mueller, David S
AU - Wagner, Chad R
AU - U.S. Geological Survey
AU - Federal Highway Administration
TI - Field Observations and Evaluations of Streambed Scour at Bridges
PY - 2005/05//Final Report
SP - 134p
AB - The variability and complexity of site conditions make it difficult to develop methodology for predicting scour at bridges. Laboratory investigations often oversimplify or ignore many complexities common in the field. The U.S. Geological Survey, in cooperation with the Federal Highway Administration and many State highway agencies, has collected and compiled field data on scour at bridges at 79 sites located in 17 States. These data have been analyzed to isolate pier scour, contraction scour, and abutment scour. The national data base contains 493 local pier scour measurements, 18 contraction scour measurements, and 12 abutment scour measurements. The pier scour measurements were used to evaluate 26 published pier scour equations. The Froehlich Design, HEC-18, HEC-18-K4, HEC-18-K4Mu, HEC-18-K4Mo (>2mm), and Mississippi equations proved to be better than the other equations for predicting pier scour for design purposes. However, comparison of the scour predicted from these equations with the observed scour clearly shows that variability in the field data is not correctly accounted for in the equations. Relations between dimensionless variables developed from laboratory experiments did not compare well with the field data. Analysis of the pier scour data indicated the importance of bed-material characteristics as a variable in the predictive equations. A new K sub 4 term for the HEC-18 pier-scour equation was developed based on the relative bed-material size (b/D50) where b=pier width and D50 is the median bed material. A review of published literature found 29 references to abutment and contraction scour data; however, only a few provided complete data sets. Published comparisons of observed versus computed scour were inconclusive. A detailed comparison of computed contraction and abutment scour with field observations for two sites in Minnesota was also inconclusive. The current methodology for computing scour depth provides reasonable estimates of the maximum total scour, but the individual estimates of contraction and abutment scour did not compare well with the observed data. The accuracy of the contraction and abutment scour equations may depend on the degree of contraction, the flow distribution in and configuration of the approach, and how well the hydraulic model represents the true flow distribution.
KW - Accuracy
KW - Bed material
KW - Bridge abutments
KW - Bridge piers
KW - Bridges
KW - Contraction
KW - Databases
KW - Equations
KW - Field data
KW - Field studies
KW - Literature reviews
KW - Mathematical prediction
KW - Scour
KW - Streambeds
UR - http://www.fhwa.dot.gov/publications/research/infrastructure/hydraulics/03052/03052.pdf
UR - https://trid.trb.org/view/756735
ER -
TY - RPRT
AN - 01000458
AU - Ozyildirim, Celik
AU - Hughes, C S
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - End-Result Specification for Hydraulic Cement Concrete
PY - 2005/05//Final Report
SP - 38p
AB - The purpose of this research was to develop and implement an end-result specification (ERS) for hydraulic cement concrete for structural and paving use. This report details the development of the specification, in the form of a special provision, including the decisions that went into the choice of quality characteristics to be measured and the selection of items on which pay factors were to be based. It also shows and discusses the results of a simulation effort to determine pay factors under actual construction conditions that used the traditional specification. Finally, it includes data from two pilot bridge projects that used the special provision. Further evaluation of the ERS is recommended to address outstanding issues on lot size, testing, quality characteristics, selection of limits, and pay factors. The implementation of an ERS would lead to innovations and higher quality concrete in the finished product that, in turn, would result in longer lasting structures with minimal maintenance. If as little as a 5% increase in the service life were achieved, the savings would be in the millions of dollars. In addition, in cases of dispute, an ERS is more defensible than is a method specification.
KW - Concrete
KW - End result specifications
KW - Hydraulic cement
KW - Pay factors
KW - Pilot projects
KW - Quality control
KW - Service life
KW - Simulation
KW - Specifications
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-r29.pdf
UR - https://trid.trb.org/view/756184
ER -
TY - RPRT
AN - 01000451
AU - Farrington, Mark W
AU - Wadie, Shadi M
AU - Peterson, Kenneth D
AU - Lambert, James H
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - Development of a Methodology to Coordinate and Prioritize Multimodal Investment Networks
PY - 2005/05//Final Contract Report
SP - 27p
AB - Across the nation, there are opportunities to improve coordination among transportation modal agencies, including aviation, transit, ports, highway, rail, pedestrian, and bicycle modes. Virginia's statewide multimodal transportation planning effort VTrans2025 addresses multimodal coordination of transportation investments in the state. Virginia's Secretary of Transportation submitted a final report of the VTrans2025 effort to the Virginia General Assembly in November 2004. The purpose of this study was to demonstrate an analytical methodology that could aid efforts such as this to coordinate and prioritize multimodal investments. The methodology developed can help decision makers to identify and prioritize proposed multimodal investment networks (MINs). These are large-scale coordinated investments in transportation projects across modes. The body of this report describes relevant literature and provides an overview of the developed methodology: (1) prioritization of the MINs, and (2) statistical comparison of modal plans. The analytical methodology developed will be of interest to multimodal transportation planning efforts across the nation, particularly where there is a need for systematic evidence-based approaches to coordinating the efforts of modal transportation agencies. Most data in the report are presented solely for purposes of demonstrating the methodology. The methodology developed in this project fosters improved coordination in planning and programming transportation investments across modal agencies. The potential benefits of the methodology include identification of lower-cost investment alternatives when considering multiple modes relative to considering only single modes to meet a particular travel demand; selection and programming of multimodal solutions that have the highest performance relative to the available or required levels of investment; and increased transparency and accountability of the multimodal agencies for the uses of funding that can be allocated across multiple transportation modes. The costs of implementing the methodology developed in this study are minimal and include one-time training of staff of the modal agencies in the use of the identification and priority-setting methodology and software demonstrated in the current study; and regular interaction and dialogue among the staff of the modal agencies that are involved in the identification and prioritization of investments across modes.
KW - Coordination
KW - Investments
KW - Methodology
KW - Multimodal transportation
KW - Networks
KW - Strategic planning
KW - Transportation planning
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr14.pdf
UR - https://trid.trb.org/view/756152
ER -
TY - RPRT
AN - 01000128
AU - Federal Highway Administration
TI - Benefits and Costs of Full Operations and ITS Deployment : A 2003 Simulation for Cincinnati (Varying Weather and Work Zone Conditions)
PY - 2005/05
SP - n.p.
AB - People who live in urban areas nationwide report that traffic congestion is one of their greatest quality-of-life concerns. When the demand for travel in a region exceeds the available capacity of the transportation system, residents suffer from excessive travel times, increased crash risks, diminished air quality, and other negative impacts. State and local transportation agencies have found it difficult to increase the transportation system supply rapidly enough to keep pace with the growing demand. Traditional approaches such as adding highway lanes, building new roads, or providing new transit lines are often too costly to be considered as reasonable solutions, particularly in the more densely populated areas of major cities. Transportation agencies are further challenged by the time required to design and construct these traditional infrastructure improvements. In response to this dilemma, transportation agencies have increasingly turned to improved operational strategies and Intelligent Transportation Systems (ITS) in order to squeeze more operational efficiency out of the existing transportation system. Examples of these operations and ITS strategies include synchronizing the timing of traffic signals to smooth traffic flow, providing incident response vehicles such as freeway service patrols to quickly clear traffic incidents and breakdowns, automatically tracking and dispatching transit buses to improve their on-time performance, and providing meaningful traveler information to the public to allow travelers to better plan their trips. The goal of full deployment and complete integration of ITS, however, has yet to be realized in any metropolitan area. The Federal Highway Administration (FHWA) initiated this study to explore the benefits and costs of fully deploying operational strategies and integrating ITS in metropolitan areas. The U.S. Department of Transportation and FHWA selected Tucson, Cincinnati, and Seattle for case studies representing small, medium, and large metropolitan areas, respectively. Beyond the difference in size of the three metropolitan areas, some additional variations in the analysis approach affected the relative benefits estimated in each case study area. Benefits were estimated in the Tucson example based on forecasts of traffic in the year 2025, while the benefits for Cincinnati and Seattle were based on 2003 traffic conditions. The Cincinnati study also includes the additional analysis of impacts during inclement weather conditions and construction activity, as well as the added benefits of weather and work zone mitigation strategies--strategies that are not included in the deployments for Tucson or Seattle. This report presents the findings of the Cincinnati, Ohio scenario.
KW - Advanced traveler information systems
KW - Automatic vehicle detection and identification systems
KW - Benefit cost analysis
KW - Cincinnati (Ohio)
KW - Cities
KW - Construction
KW - Costs
KW - Deployment
KW - Dispatching
KW - Freeway service patrols
KW - Incident management
KW - Intelligent transportation systems
KW - Medium sized cities
KW - Metropolitan areas
KW - On time performance
KW - Simulation
KW - Strategic planning
KW - Traffic congestion
KW - Traffic flow
KW - Traffic mitigation
KW - Traffic signal timing
KW - Transit buses
KW - Urban areas
KW - Weather conditions
KW - Work zones
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13979.htm
UR - https://trid.trb.org/view/751033
ER -
TY - RPRT
AN - 01000124
AU - Federal Highway Administration
TI - Benefits and Costs of Full Operations and ITS Deployment : A 2025 Forecast for Tucson
PY - 2005/05
SP - n.p.
AB - People who live in urban areas nationwide report that traffic congestion is one of their greatest quality-of-life concerns. When the demand for travel in a region exceeds the available capacity of the transportation system, residents suffer from excessive travel times, increased crash risks, diminished air quality, and other negative impacts. State and local transportation agencies have found it difficult to increase the transportation system supply rapidly enough to keep pace with the growing demand. Traditional approaches such as adding highway lanes, building new roads, or providing new transit lines are often too costly to be considered as reasonable solutions, particularly in the more densely populated areas of major cities. Transportation agencies are further challenged by the time required to design and construct these traditional infrastructure improvements. In response to this dilemma, transportation agencies have increasingly turned to improved operational strategies and Intelligent Transportation Systems (ITS) in order to squeeze more operational efficiency out of the existing transportation system. Examples of these operations and ITS strategies include synchronizing the timing of traffic signals to smooth traffic flow, providing incident response vehicles such as freeway service patrols to quickly clear traffic incidents and breakdowns, automatically tracking and dispatching transit buses to improve their on-time performance, and providing meaningful traveler information to the public to allow travelers to better plan their trips. The goal of full deployment and complete integration of ITS, however, has yet to be realized in any metropolitan area. The Federal Highway Administration (FHWA) initiated this study to explore the benefits and costs of fully deploying operational strategies and integrating ITS in metropolitan areas. The U.S. Department of Transportation and FHWA selected Tucson, Cincinnati, and Seattle for case studies representing small, medium, and large metropolitan areas, respectively. Beyond the difference in size of the three metropolitan areas, some additional variations in the analysis approach affected the relative benefits estimated in each case study area. Benefits were estimated in the Tucson example based on forecasts of traffic in the year 2025, while the benefits for Cincinnati and Seattle were based on 2003 traffic conditions. This report presents the findings for the Tucson, Arizona scenario.
KW - Advanced traveler information systems
KW - Automatic vehicle detection and identification systems
KW - Benefit cost analysis
KW - Cities
KW - Costs
KW - Deployment
KW - Dispatching
KW - Forecasting
KW - Freeway service patrols
KW - Incident management
KW - Intelligent transportation systems
KW - Metropolitan areas
KW - On time performance
KW - Small cities
KW - Strategic planning
KW - Traffic congestion
KW - Traffic flow
KW - Traffic signal timing
KW - Transit buses
KW - Tucson (Arizona)
KW - Urban areas
UR - http://ttap.colostate.edu/downloads/library//FHWA/FHWA-JPO-04-032.pdf
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13978.htm
UR - https://trid.trb.org/view/751026
ER -
TY - RPRT
AN - 01000123
AU - Federal Highway Administration
TI - Benefits and Costs of Full Operations and ITS Deployment - A 2003 Simulation for Seattle
PY - 2005/05
SP - n.p.
AB - People who live in urban areas nationwide report that traffic congestion is one of their greatest quality-of-life concerns. When the demand for travel in a region exceeds the available capacity of the transportation system, residents suffer from excessive travel times, increased crash risks, diminished air quality, and other negative impacts. State and local transportation agencies have found it difficult to increase the transportation system supply rapidly enough to keep pace with the growing demand. Traditional approaches such as adding highway lanes, building new roads, or providing new transit lines are often too costly to be considered as reasonable solutions, particularly in the more densely populated areas of major cities. Transportation agencies are further challenged by the time required to design and construct these traditional infrastructure improvements. In response to this dilemma, transportation agencies have increasingly turned to improved operational strategies and Intelligent Transportation Systems (ITS) in order to squeeze more operational efficiency out of the existing transportation system. Examples of these operations and ITS strategies include synchronizing the timing of traffic signals to smooth traffic flow, providing incident response vehicles such as freeway service patrols to quickly clear traffic incidents and breakdowns, automatically tracking and dispatching transit buses to improve their on-time performance, and providing meaningful traveler information to the public to allow travelers to better plan their trips. The goal of full deployment and complete integration of ITS, however, has yet to be realized in any metropolitan area. The Federal Highway Administration (FHWA) initiated this study to explore the benefits and costs of fully deploying operational strategies and integrating ITS in metropolitan areas. The U.S. Department of Transportation and FHWA selected Tucson, Cincinnati, and Seattle for case studies representing small, medium, and large metropolitan areas, respectively. This report presents the findings of the Seattle, Washington scenario.
KW - Advanced traveler information systems
KW - Automatic vehicle detection and identification systems
KW - Benefit cost analysis
KW - Cities
KW - Costs
KW - Deployment
KW - Dispatching
KW - Freeway service patrols
KW - Incident management
KW - Intelligent transportation systems
KW - Large cities
KW - Metropolitan areas
KW - On time performance
KW - Seattle (Washington)
KW - Simulation
KW - Strategic planning
KW - Traffic congestion
KW - Traffic flow
KW - Traffic signal timing
KW - Transit buses
KW - Urban areas
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13977.htm
UR - https://trid.trb.org/view/751005
ER -
TY - RPRT
AN - 01018651
AU - Zhang, Zhongjie
AU - Tao, Mingjiang
AU - Louisiana Transportation Research Center
AU - Louisiana Department of Transportation and Development
AU - Federal Highway Administration
TI - Alternative Methods to Trench Backfill
PY - 2005/04/30/Final Report
SP - 101p
AB - Conduit structures dealing with hydraulic drainage needs in the Louisiana highway system include pipe culverts, pipe arch culverts, storm drains, sewers, etc. Although the Louisiana Department of Transportation and Development (LADOTD) has standard specifications for furnishing and installing these conduit structures to guarantee their proper functions, unexpected pavement surface dips still occur at some locations of highway cross-drain culverts and cause the deterioration of pavement ride comfort. The goal of this study was to develop recommendations for design and construction procedures to eliminate such pavement surface dips above highway culvert crossing structures. Researchers conducted a literature search and field investigation on existing pavements at various cross-drain locations with and without the pavement surface “dip” problem. In addition to conventional laboratory tests, full-scale trench backfill tests at the Louisiana Transportation Research Center’s (LTRC's) Pavement Research Facility (PRF) site evaluated different backfill materials in a controlled environment. Four construction projects accommodated field trench backfill testing sections with various backfill materials to further verify the findings obtained previously. The field testing sections used concrete pipes varied in size from 36 to 54 in. Using different field compaction equipment and methods, the study explored and evaluated factors that influence the quality of highway cross-drain trench backfill. Relevant cost information is also included for future reference. The results from this study indicate that pavement surface dips at highway cross-drains on Louisiana highways involve many complex factors. The field probing tests revealed that the occurrence of the pavement dip depended largely on the relative stiffness of trench backfill materials with respect to their adjacent natural soils. The occurrence and magnitude of pavement surface dips depended also on other factors such as the stiffness of the pavement structure and truck traffic loading, etc. When a dip occurred at the surface, the trench backfill underneath was weaker than adjacent subgrade soils. Construction environment, contractors’ workmanship, backfill materials, and compaction are the major factors controlling the quality of trench backfill compaction. Sand used in Louisiana is not a good backfill for highway cross-drains due to its very poor gradation and difficulty in compaction. Alternatives such as crushed limestone and flowable fill should be used for highway cross-drains because of their good performance after placement. The dynamic cone penetration (DCP) device can be useful in evaluating the quality of trench backfills. LADOTD has implemented the results from this study by modifying the current specifications and standard design detail plans to accommodate the complicated field construction conditions.
KW - Compaction
KW - Concrete pipe
KW - Conduits
KW - Cross drains
KW - Crushed limestone
KW - Deterioration
KW - Dips
KW - Drainage
KW - Environment
KW - Field tests
KW - Flowable fill
KW - Hydraulics
KW - Louisiana
KW - Pavements
KW - Pipe culverts
KW - Quality control
KW - Sand
KW - Sewers
KW - Specifications
KW - Stiffness
KW - Storm sewers
KW - Traffic loads
KW - Trench backfill
KW - Workmanship
UR - http://www.ltrc.lsu.edu/pdf/2005/fr_404.pdf
UR - https://trid.trb.org/view/771657
ER -
TY - RPRT
AN - 01013381
AU - Kalinski, Michael E
AU - Sripada, Ravi S
AU - University of Kentucky, Lexington
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - Application of Electromagnetic Geophysics (EMG) Technology to Subsurface Investigations
PY - 2005/04/30/Final Report
SP - 51p
AB - A study was performed to investigate current methods for using electromagnetic geophysics (EMG) technology to assess the capabilities, limitations, and costs associated with these methods, and to identify EMG consultants and equipment that may be of benefit to the Wisconsin Department of Transportation (WisDOT) for performing site investigations in Wisconsin. Based on the results of this study, six EMG methods were identified and described. Based on the information provided by 10 consultants, several consultants who may be attractive candidates for providing EMG services to WisDOT were identified. Information was also compiled on 17 pieces of EMG equipment manufactured by 7 companies. This report provides a comprehensive overview of EMG in terms of description of methods, synopsis of consultant capabilities, and a summary of available EMG equipment.
KW - Consultants
KW - Electromagnetic geophysics
KW - Equipment
KW - Site investigation
KW - Subsurface investigations
KW - Wisconsin
UR - http://minds.wisconsin.edu/handle/1793/6893
UR - http://wisdotresearch.wi.gov/wp-content/uploads/04-08emgtechnology1.pdf
UR - https://trid.trb.org/view/767945
ER -
TY - ABST
AN - 01460721
TI - Modernize and Upgrade CANDE for Analysis and Design of Buried Structures
AB - First introduced in 1976 under the sponsorship of FHWA, CANDE (Culvert ANalysis and DEsign) is a design and analysis tool for all types and sizes of buried structures. CANDE is a public-domain finite element program, available through McTrans, and is widely used by State DOTs, industry, consulting firms, and universities in the United States, Canada, Europe, Africa, and Australia. CANDE provides an elastic solution (Level 1), automated finite element mesh generation for common configurations (Level 2), and a user-defined finite element mesh (Level 3). CANDE operates in a batch-mode environment and was last updated and enhanced in 1989 (CANDE-89). Since then, significant changes have occurred in computer technology, such as Windows®-based programming environments. Moreover, recent NCHRP studies have introduced new design criteria and analysis techniques, which have been incorporated into AASHTO LRFD design specifications for buried structures. The objective of this project is to modernize and upgrade CANDE-89. The products of this research will be a fully documented Windows®-based, user-friendly buried structure analysis and load and resistance factor design program; a user's manual; and a tutorial.
KW - Analysis
KW - Design
KW - Finite element method
KW - Loads
KW - National Cooperative Highway Research Program
KW - Research projects
KW - Resistance (Mechanics)
KW - Structures
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=408
UR - https://trid.trb.org/view/1228939
ER -
TY - RPRT
AN - 01002013
AU - Berrios, Mariano
AU - McGilvray, Peter
AU - Forelle, Sara L
AU - Burton, Scott
AU - Bryk, Christina
AU - Volarich, Karen
AU - Stamm, Michael
AU - Householder, Eric
AU - Brett, Patrick
AU - Bragdon, Clifford
AU - Florida Atlantic University, Fort Lauderdale
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - Conversion of Florida's Statewide Noise Barrier Inventory into a Spatially Referenced Geodatabase
PY - 2005/04/29/Draft Report No. 2
SP - 87p
AB - In January of 2004, the Environmental Management Office of the Florida Department of Transportation (FDOT) Central Office and the Catanese Center for Urban and Environmental Solutions (CUES) at Florida Atlantic University initiated conversion of the existing statewide noise barrier inventory spreadsheet into a user-friendly geodatabase. The statewide Noise Barrier Geodatabase (NBGD) is the first and only comprehensive geodatabase designed to serve as an inventory for existing and future barriers. The geodatabase structure provides FDOT with the ability to store and share information on the job number and general location of the barrier as well as physical dimensions of each barrier; costs of each barrier; percentage of the total construction project cost; contractor; existing background levels without the walls and predictions related to future noise levels with and without the wall; construction dates; and any general information of value to FDOT. A new barrier ID was developed for the existing barriers and the addition of new ones. The NBGD will be housed at the FDOT Central Office and updates will be coordinated with the individual districts and the Turnpike office.
KW - Databases
KW - Florida
KW - Geographic information systems
KW - Global Positioning System
KW - Information management
KW - Inventory
KW - Noise barriers
UR - http://www.fdot.gov/research/Completed_Proj/Summary_EMO/FDOT_BD546_02_rpt.pdf
UR - https://trid.trb.org/view/757718
ER -
TY - RPRT
AN - 01044310
AU - Landphair, Harlow
AU - McFalls, Jett
AU - Storey, Beverly
AU - Li, Ming-Han
AU - Texas Transportation Institute
AU - South Dakota Department of Transportation
AU - Federal Highway Administration
TI - SDDOT Water Quality Enhancement Program for Construction
PY - 2005/04/27/Final Report
SP - 73p
AB - This study examined the current practices used by the South Dakota Department of Transportation (SDDOT) to control storm water discharges from activities associated with construction. The study reviewed and summarized current regulations as implemented by the South Dakota Department of Environment and Natural Resources, surveyed current practice, knowledge and skills related to preparation, execution and maintenance of erosion and sediment controls of SDDOT Staff, their contractors and consultants and reviewed construction site state-wide. These findings were utilized to develop two new manuals for design and construction activities associated with erosion and sediment control and to develop a training program. The report made several recommendations to facilitate the preparation of the Storm Water Pollution Prevention Plan (SWPPP), facilitate materials selection, and institutionalize the knowledge needed to comply with water quality mandates. The educational materials prepared consisted of a series of 10 annotated presentations, an instructor’s manual and a student guide. It was recommended that these training materials be used as the basis for a sediment and erosion control certification program for SDDOT personnel, contractors and consultants that work for SDDOT.
KW - Certification
KW - Construction
KW - Consultants
KW - Contractors
KW - Drainage
KW - Erosion control
KW - Handbooks
KW - Manuals
KW - Personnel
KW - Regulations
KW - Runoff
KW - Sediment control
KW - South Dakota
KW - Surveys
KW - Training
KW - Water quality
UR - http://www.sddot.com/business/research/projects/docs/SD2004_05_Final_Report.pdf
UR - https://trid.trb.org/view/804609
ER -
TY - ABST
AN - 01463069
TI - Recommended Design Specifications for Live Load Distribution to Buried Structures
AB - The design and evaluation of buried structures requires an understanding of how vertical earth loads and vehicular live loads are transmitted through earth fills. Force effects due to vehicular live loads are determined by approximate methods. The approximate method for estimating the distribution of vehicular live loads through earth fill in the AASHTO Standard Specifications has, over many years, produced designs that have performed acceptably. The AASHTO LRFD Bridge Design Specifications use a different approximate method that significantly increases live load pressures on buried structures compared with the Standard Specifications. When combined with the increased dynamic load allowance prescribed in the LRFD Specifications, this increase is even greater. In addition, the basis of the approximate methods in both codes is not well documented or understood. Therefore, a more rational approach that takes into account the numerous factors that affect the actual live load distribution on these structures is needed. The approach should be validated by comparison with buried structure performance. The objective of this project is to develop recommended revisions to the AASHTO LRFD Bridge Design Specifications relating to the distribution of live load to buried structures. In addition, refined methods of analysis for the distribution of live load to buried structures shall be developed.
KW - Bridge design
KW - Design
KW - Evaluation and assessment
KW - Fills
KW - Force
KW - Live loads
KW - National Cooperative Highway Research Program
KW - Structures
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=409
UR - https://trid.trb.org/view/1231294
ER -
TY - RPRT
AN - 01016486
AU - Berman, Jeffrey W
AU - Bruneau, Michel
AU - State University of New York, Buffalo
AU - Federal Highway Administration
TI - Approaches for the Seismic Retrofit of Braced Steel Bridge Piers and Proof-of-Concept Testing of an Eccentrically Braced Frame with Tubular Link
PY - 2005/04/21/Technical Report
SP - 167p
AB - There are many steel truss bridges in the United States and other countries that were constructed at a time when seismic design was not well understood. Many of these bridges are now considered to be seismically vulnerable. Contributing significantly to their undesirable seismic performance are the braced steel piers that support the superstructure. These piers typically have bracing members that are made up of channels or angles that are tied together with steel lacings and rivets. Recent experimental investigations have shown that such structural members can suffer severe local buckling, rapid strength degradation, and limited ductility, when subjected to cyclic loading. Therefore, it is necessary to develop retrofit strategies for these piers that focus on protecting, strengthening, or increasing the ductility of the existing brace members. This report describes, categorizes, and uses selected qualitative measures to rate various retrofit strategies for steel truss bridge piers. Promising retrofit strategies which require fundamental research before they can be properly implemented are then identified. One such strategy is an eccentrically braced frame where the link is not subject to lateral torsional buckling. This is desirable since eccentrically braced frames have been shown to exhibit excellent seismic performance, and if lateral bracing of the link can be avoided, they can be easily implemented in bridge piers where lateral bracing can be difficult to provide. Design equations are then derived for links of eccentrically braced frames with hybrid rectangular cross-sections (hybrid meaning that the webs and flanges may have different yield stresses) including compactness requirements and stiffener spacings. Using the derived design equations, a proof-of-concept experimental study is designed and conducted. It is found that the hybrid rectangular link shows stable and ductile cyclic behavior with no sign of lateral torsional buckling, in absence of lateral bracing. Recommendations are then given for further research on both hybrid rectangular links for eccentrically braced frames and selected other retrofit strategies for the braced steel piers of truss bridges.
KW - Braces
KW - Bridge members
KW - Bridge piers
KW - Bridge superstructures
KW - Buckling
KW - Design
KW - Ductility
KW - Earthquake engineering
KW - Earthquake resistant design
KW - Earthquake resistant structures
KW - Eccentric bracing
KW - Equations
KW - Frames
KW - Hybrid rectangular links
KW - Links
KW - Performance
KW - Proof of concept
KW - Repeated loads
KW - Retrofitting
KW - Steel
KW - Strategic planning
KW - Truss bridges
KW - Tubular structures
UR - https://trid.trb.org/view/772015
ER -
TY - CONF
AN - 01018081
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - Proceedings of the Third PRC-US Workshop on Seismic Analysis and Design of Special Bridges
PY - 2005/04/20/Technical Report
SP - 268p
AB - These are the Proceedings of the Third PRC-US Workshop on Seismic Analysis and Design of Special Bridges, which took place October 21-22, 2004 in Shanghai, China. It was collaboratively arranged by the Multidisciplinary Center for Earthquake Engineering Research (MCEER) and the State Key Laboratory for Disaster Reduction in Civil Engineering at the Tongji University in Shanghai, China. The workshop themes include seismic design and retrofit of long span bridges, small to medium span bridges with complex geometry and those bridges located on a particularly hazardous site. Seismic risk assessment, performance based design, and seismic safety evaluation are also covered. This volume contains 20 papers addressing a wide range of these research fields. The workshop agenda and a list of participants are also included.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - Bridge design
KW - Conferences
KW - Earthquake engineering
KW - Earthquake resistant design
KW - Evaluation
KW - Geometry
KW - Hazards
KW - Location
KW - Long span bridges
KW - Performance
KW - Retrofitting
KW - Risk assessment
KW - Safety
UR - https://trid.trb.org/view/773021
ER -
TY - CONF
AN - 01018080
AU - Peng, Tian-bo
AU - Li, Jian-zhong
AU - Fan, Li-chu
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - Development of Double Spherical Seismic Isolation Bearing
PY - 2005/04/20/Technical Report
SP - pp 223-231
AB - The actual state of China's seismic design of continuous girder bridges is discussed and seismic isolation design principle is recommended for this kind of bridge. The configuration and working mechanism of the double spherical seismic isolation bearing developed recently is introduced briefly. The test results of the bearing are introduced in detail and it's shown that this kind of bearing is suitable for the seismic design of continuous girder bridges.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - Base isolation
KW - Bridge bearings
KW - Bridge design
KW - China
KW - Continuous girder bridges
KW - Development
KW - Double spherical
KW - Earthquake resistant design
KW - Tests
UR - https://trid.trb.org/view/773164
ER -
TY - CONF
AN - 01018079
AU - Carden, Lyle P
AU - Itani, Ahmad M
AU - Buckle, Ian G
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - Buckling Restrained Braces for Ductile End Cross Frames in Steel Girder Bridges
PY - 2005/04/20/Technical Report
SP - pp 185-198
AB - Buckling restrained braces (BRBs) have been shown to be a cost-effective way of improving the seismic performance of moment-frame buildings. In this paper the application of these devices to bridge structures is explored and in particular BRBs are investigated as ductile members of the end cross frames in steel place girder bridges. Component experiments on a series of braces are first described and it is shown that they exhibit good cyclic behavior, although loading history and strain rate affect their performance and ultimate limit state. System experiments on a 0.4 scale model of a two-girder bridge using a pair of shake tables at the University of Nevada Reno are next described. BRBs are used in the ductile end cross-frames of this model and the results show a significant reduction in the shear demand in the bridge. Furthermore, the cross-sectional drift in the superstructures is less than when angle X-braces are used in the end frames. Ductile end cross frames are thus shown to be an effective means of improving the seismic performance of steel girder bridges and believed to be most effective when both the superstructure and substructure are relatively rigid.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - Buckling
KW - Ductility
KW - Earthquake engineering
KW - Earthquake resistant structures
KW - End cross frames
KW - Girder bridges
KW - Rigid structures
KW - Seismic performance
KW - Steel plates
KW - Steel structures
KW - Substructures
KW - Superstructures
UR - https://trid.trb.org/view/773159
ER -
TY - CONF
AN - 01018077
AU - Li, Long'an
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - A Seismic Measure for Three-span Cable-stayed Bridge in Longitudinal Direction
PY - 2005/04/20/Technical Report
SP - pp 159-169
AB - In this paper, the seismic responses of a cable-stayed bridge with different longitudinal restraint at the tower-girder connections are investigated. The results show that supplement of an elastic restraint or a fluid damper is useful measure to reduce structural response. Besides, a method which is used to estimate design parameters of longitudinal elastic restraint or fluid damper is presented, and the corresponding ranges of these parameters are suggested.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - Bridge design
KW - Cable stayed bridges
KW - Dampers
KW - Earthquake resistant design
KW - Elastic restraints
KW - Longitudinal reinforcement
KW - Parameters
KW - Seismic response
KW - Structural response
UR - https://trid.trb.org/view/773088
ER -
TY - CONF
AN - 01018076
AU - Shen, J Jerry
AU - Yen, W Phillip
AU - O'Fallon, John
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - FHWA Guidance Document for Seismic Performance Testing of Bridge Piers
PY - 2005/04/20/Technical Report
SP - pp 149-158
AB - In order to provide assistance to seismic performance investigators in efficiently producing or obtaining consistent and reliable experimental testing results, Federal Highway Administration developed the "Recommendations for Seismic Performance Testing of Bridge Piers," which contains information on preparation, execution, and documentation of pier seismic performance testing. This document is purported for use in both academic research and engineering validations. It provides elaborate description on an assembly of available testing procedures while alternatives are offered. In addition to conventional piers made of reinforced concrete, steel, and wood, piers made of advanced material can be tested using the listed methods. Basic requirements on testing record are given, so to allow researchers or engineers to access and verify the testing results in a later time. Assistance from experienced experimental experts and bridge engineers were requested during the development of the document. An expert panel including members from academia, state highway agencies, and federal government, was assembled to advise the progress and review the product. At the time of completion of this paper, the FHWA guidance document is at its final stage of technical revision and will be published in a short time.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - Bridge engineering
KW - Bridge piers
KW - Earthquake engineering
KW - Earthquake resistant design
KW - Earthquake resistant structures
KW - Expert panels
KW - Guidelines
KW - Materials
KW - Performance tests
KW - Procedures
KW - Reinforced concrete
KW - Seismic performance
KW - Steel
KW - Testing
KW - U.S. Federal Highway Administration
KW - Wood
UR - https://trid.trb.org/view/773083
ER -
TY - CONF
AN - 01018075
AU - Lwin, M Myint
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - Construction Materials and Methods for Building Seismic Resistant Bridges and Structures
PY - 2005/04/20/Technical Report
SP - pp 1-13
AB - Major earthquakes around the world result in increased public awareness of the potential damage and disruption to the transportation systems. The bridge engineering community has learned and relearned many lessons from these earthquakes for developing improved earthquake design criteria, analysis tools, structural details and connections, building materials and construction practices. Extensive research and studies have been done to improve the seismic performance of new and existing bridges and structures. The main objective of this paper is to discuss the importance of selecting the proper materials, such as, high performance concrete, high performance steels and reinforced concrete polymers, and applying good construction practices in building seismic resistant bridges and structures.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - Bridges
KW - Construction
KW - Earthquake engineering
KW - Earthquake resistant structures
KW - High performance concrete
KW - High performance steel
KW - Materials
KW - Methodology
KW - Polymers
KW - Reinforced concrete
UR - https://trid.trb.org/view/773022
ER -
TY - CONF
AN - 01018074
AU - Shinozuka, M
AU - Zhou, Y
AU - Banerjee, S
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - Recent Studies on Fragility Information on Highway Bridges
PY - 2005/04/20/Technical Report
SP - pp 27-36
AB - Recent studies on fragility information on highway bridges are presented, highlighting statistical procedures for empirical curve development. Maximum likelihood is used for estimation of fragility parameters and statistical confidence of these parameters by means of analytical simulation. The confidence interval is quantitatively demonstrated to become narrower as the sample size of bridges at each damage level of interest increases. Dependence of the fragility curves on different bridge characteristics such as skew angle, number of spans, and soil conditions are demonstrated using empirical fragility curves. The empirical fragility curves are used to calibrate the parameters in the analytical fragility models such as the effect of retrofit and threshold values of ductility factors that define the state of damage.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - Bridge characteristics
KW - Ductility
KW - Empirical methods
KW - Fragility
KW - Fragility curves
KW - Highway bridges
KW - Maximum likelihood method
KW - Retrofitting
KW - Simulation
KW - Statistical analysis
UR - https://trid.trb.org/view/773025
ER -
TY - CONF
AN - 01018073
AU - Ni, Yan-ping
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - A Brief Introduction to the New Code for Seismic Design of Railway Engineering
PY - 2005/04/20/Technical Report
SP - pp 83-89
AB - In China, the seismic design of railway bridges is included in the code for seismic design of railway engineering. In recent years, the code for seismic design of railway engineering has been revised to adapt to the new trends for railway engineering. Some problems in the new code were presented and discussed in this paper. Furthermore, some practical examples about seismic design for railway bridges are introduced in this paper.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - China
KW - Earthquake engineering
KW - Earthquake resistant design
KW - Railroad bridges
KW - Railroad engineering
UR - https://trid.trb.org/view/773074
ER -
TY - CONF
AN - 01018072
AU - Yan, Gui-ping
AU - Zhao, Guan-yuan
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - A Comparison of Minimum Confinement in European and American Codes for Circular RC Bridge Columns
PY - 2005/04/20/Technical Report
SP - pp 59-67
AB - The maximum response modification factor (e.g. force reduction factor) in the range of 3 to 4 for ductile bending columns are used in Eurocode 8, AASHTO, ATC-32 and Caltrans BDS. Correspondingly, the displacement ductility capacity of structures should be more than 4, and the curvature ductility of structures should be more than 13. Attained curvature ductility levels of columns with the minimum confining reinforcement in the four documents are evaluated taking account of longitudinal reinforcement ratio and axial force ratio. It is shown that, the requirement of ATC-32 can assure expected ductility levels of columns. The minimum confining reinforcement specified in Caltrans BDS is not enough. The requirements of Eurocode 8 and AASHTO are relatively conservative for columns with low longitudinal reinforcement ratio and low axial force ratio, but deficient for columns with high longitudinal reinforcement ratio and high axial force ratio.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - Axial force
KW - Bending
KW - Bridges
KW - Building codes
KW - Circular columns
KW - Confining pressure
KW - Curvature
KW - Dislocation (Geology)
KW - Ductility
KW - Europe
KW - Longitudinal reinforcement
KW - Reinforced concrete
KW - United States
UR - https://trid.trb.org/view/773069
ER -
TY - CONF
AN - 01018071
AU - Tang, G W
AU - Lin, J H
AU - Zhao, Y
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - Responses of Long-span Structures Subjected to Multiple Random Ground Excitations
PY - 2005/04/20/Technical Report
SP - pp 139-148
AB - Long span bridges are usually important public facilities and so much attention has been given to evaluating their safety during earthquakes. The wave-passage effect caused by the different times at which seismic waves arrive at different supports must be taken into account during their design. The random vibration approach is based on a statistical characterization of the set of motions at the supports. For a long time it has been widely regarded as a good alternative for dealing with the above spatially varying input motions, but finding suitable computational methods has proved to be a difficult problem. This problem is largely overcome by the recently developed Pseudo Excitation Method (PEM), which is a highly efficient and accurate algorithm series. It is accurate because the correlation terms between all participating modes and between all excitations have both been included. It is also easy to use because the stationary random vibration analysis is transformed into a harmonic vibration analysis. Such deterministic computations are very convenient and numerical comparisons given in this paper also show the good applicability of this PEM random vibration method in dealing with the spatial effects.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - Algorithms
KW - Bridge design
KW - Computation
KW - Earthquakes
KW - Elastic waves
KW - Excitation
KW - Long span bridges
KW - Pseudo excitation method
KW - Safety
KW - Wave passage effect
UR - https://trid.trb.org/view/773082
ER -
TY - CONF
AN - 01018070
AU - Ingham, T J
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - Protective Measures in the Seismic Design and Retrofit of Long-Span Bridges
PY - 2005/04/20/Technical Report
SP - pp 91-101
AB - The use of protective measures in the seismic retrofit and/or design of six major U.S. bridges is described. The protective measures include the use of dampers for energy absorption and control of displacement; the use of isolation bearings for energy absorption and force-reduction; the use of ductile links for the control and localization of damage; and the use of stiffeners to prevent buckling and enhance ductility.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - Base isolation
KW - Bearings
KW - Bridge design
KW - Buckling
KW - Control
KW - Dampers
KW - Dislocation (Geology)
KW - Ductile connections
KW - Earthquake resistant design
KW - Energy absorption
KW - Force
KW - Long span bridges
KW - Retrofitting
KW - Stiffeners (Plates)
UR - https://trid.trb.org/view/773075
ER -
TY - CONF
AN - 01018068
AU - Wang, Zhi-qiang
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - Structural Seismic Analysis of Nanning Bridge
PY - 2005/04/20/Technical Report
SP - pp 199-211
AB - Nanning Bridge has its own particularity in seismic analysis. In order to improve the seismic performance of the vulnerable parts of the Bridge, initial research of the Bridge's seismic response was carried out for this project, and for three design methods of expansion joints, different seismic response of the bridge's main span were discussed in this article. It's the conclusion that two additional expansion joints should be set up between the main bridge and the approach bridge so as to separate the seismic response of main bridge from that of the approach bridge in longitudinal direction, and finally reduce the longitudinal seismic response of the main bridge. This conclusion can be referred in the following design of the Bridge.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - Bridge design
KW - Earthquake resistant structures
KW - Expansion joints
KW - Longitudinal
KW - Methodology
KW - Nanning Bridge
KW - Seismic analysis
KW - Seismic performance
KW - Seismic response
KW - Structural analysis
UR - https://trid.trb.org/view/773161
ER -
TY - CONF
AN - 01018067
AU - Berman, Jeffrey W
AU - Bruneau, Michel
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - Proof-of-Concept Testing of a Laterally Stable Eccentrically Braced Frame for Steel Bridge Piers
PY - 2005/04/20/Technical Report
SP - pp 46-57
AB - Eccentrically braced frames have been shown to exhibit excellent seismic performance. However, eccentrically braced frames have had limited use in the steel piers of bridges due to the difficulty to provide the lateral bracing required to prevent possibility of lateral torsional buckling of the link. An eccentrically braced frame system in which lateral bracing of the link can be avoided, would make it desirable in the context of bridge seismic design and retrofit. This paper describes the design and testing of a proof-of-concept eccentrically braced frame specimen that utilizes a hybrid rectangular shear link that is not laterally braced. Equations used for design, including plastic moment, stiffener spacing, and limiting flange compactness ratio, are given and references for their derivations are provided. The quasi-static cyclic proof-of-concept testing is described and results are reported. Stable and full hysteretic loops were obtained and no signs of flange, web, or lateral torsional buckling were observed. The link was subjected to 0.15 radians of rotation in the final cycle, which is almost twice the maximum rotation allowed in building codes for links with I-shaped cross-sections. Although the final failure mode was fracture of the bottom link flange, the large rotations achieved were well above what would be required in a seismic event, indicating that hybrid rectangular links without lateral bracing of the link can indeed be a viable alternative for applications in steel bridge piers in seismic regions.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - Bridge design
KW - Bridge piers
KW - Buckling
KW - Earthquake resistant design
KW - Earthquake resistant structures
KW - Earthquakes
KW - Eccentric bracing
KW - Equations
KW - Failure
KW - Hybrid rectangular links
KW - Hysteresis
KW - Lateral stability
KW - Proof of concept
KW - Retrofitting
KW - Steel
KW - Torsional strength
UR - https://trid.trb.org/view/773067
ER -
TY - CONF
AN - 01018065
AU - Wagh, Vikas P
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - Tappan Zee Bridge Seismic Assessment
PY - 2005/04/20/Technical Report
SP - pp 69-82
AB - Tappan Zee Bridge is a 4.9 km (3 miles) long, 50-year old bridge that spans the Hudson River between the towns of Nyack and Tarrytown, north of New York City. The bridge is the "Flag Ship" of the New York State Thruway (NYSTA) system. The bridge carries seven lanes of traffic and is a critical link in the New York City area transportation system. The subsurface geology of the Hudson River at the Tappan Zee Bridge site is unique. A considerable thickness of soil overlies the bedrock. The typical sequence of strata from the top consists of organic silt, silty clay, sand, silty clay, varved clay, glacial till and rock. The bridge foundations are supported on different subsurface conditions. The 2.4 km (1.5 miles) long western half of the bridge consists of 165 low level trestle spans, each 15.2 m (50 ft) long, supported on 24.4 m (80 ft) long timber piles in the organic clay and silty clay. The top of rock is as deep as 213.4 m (700 ft) below the riverbed in this area. To the east of the trestle spans, 76.2 m (250 ft) long deck truss spans flank the main navigational crossing. Most of these spans are founded on cofferdam foundations supported on piles supported on rock. The navigational main span structure is supported on four piers that are supported on partially buoyant pile support caissons. The caissons support approximately 70% of the dead load of the structure by buoyancy. Moderate earthquakes have occurred in New York historically and some seismic hazard does exist. According to the United States Geological Survey, on August 10, 1884, an estimated magnitude 5.2 event hit New York City. An earlier magnitude 5.2 earthquake had occurred on December 18, 1737. The unique Hudson River subsurface geology at the Tappan Zee Bridge site made the need for seismic assessment imperative. In 1994, NYSTA initiated seismic risk assessment of the Tappan Zee Bridge. The intent of the study was to establish seismic characteristics of the existing bridge. Site specific seismicity criteria were developed for this study. As a result of this study, certain initial assessments regarding the seismic vulnerability and the need for seismic retrofit in various segments of the bridge were determined. This study was completed in 1995. In 2001, the NYSTA initiated the Tappan Zee Bridge/I-287 Corridor Study, which included an independent investigation of seismic risk assessment and retrofit scenarios. New York City Seismic Hazard Guidelines published in 1998 were used for this study. This study was completed in 2004. The paper presents a qualitative comparison of the two studies and the varying degrees of seismic retrofit recommendations.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - Bedrock
KW - Bridge foundations
KW - Bridge piers
KW - Bridges
KW - Caissons
KW - Cofferdams
KW - Earthquake engineering
KW - Earthquake resistant design
KW - Earthquake resistant structures
KW - Earthquakes
KW - Glacial soils
KW - Hudson River
KW - New York (New York)
KW - New York (State)
KW - Organic soils
KW - Piles (Supports)
KW - Retrofitting
KW - Risk assessment
KW - Rocks
KW - Sand
KW - Seismicity
KW - Silts
KW - Silty clays
KW - Soils
KW - Subsurface geology
KW - Tappan Zee Bridge
KW - Thickness
KW - Timber
KW - Trestles
KW - Trusses
KW - Varved clays
UR - https://trid.trb.org/view/773071
ER -
TY - CONF
AN - 01018064
AU - Zhu, Xi
AU - Huang, Jian-wen
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - Inelastic Response and Damage Analysis of High-rise Bridge Pier under Pulse-type Near-fault Ground Motions
PY - 2005/04/20/Technical Report
SP - pp 15-26
AB - According to the engineering example of 8# bridge pier of Huatupo bridge, the inelastic response demands and seismic damage performance evaluation of reinforced concrete high-rise bridge pier under pulse-type near-fault ground motions and responding equivalent pulses were studies by using nonlinear dynamic time-history analysis method, and the rationality of equivalent velocity pulse model was checked.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - Bridge piers
KW - Earthquakes
KW - Evaluation
KW - Inelastic stress
KW - Nonlinear equations
KW - Performance
KW - Pulses
KW - Reinforced concrete
KW - Seismicity
KW - Time history
UR - https://trid.trb.org/view/773024
ER -
TY - CONF
AN - 01018063
AU - Lee, George C
AU - Liang, Zach
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - On Modeling of Nonlinear Responses of Seismic Isolation Bridge Bearings
PY - 2005/04/20/Technical Report
SP - pp 213-221
AB - Seismic isolation for highway bridges employs various bearings, most of which possess nonlinear lateral stiffness. The nonlinear behavior may be approximated by using a model of a bi-linear parallelogram. For design purposes the slope of the diagonal of the parallelogram has been used as the effective lateral stiffness of the bearings(AASHTO "Guide Specification for Seismic Isolation Design," 2000). The linearization enables the designer to obtain the "effective period" for isolation design. In this paper, a statistical study on the model of the bi-linear parallelogram is carried out to determine the effect of the shape of the parallelogram on the accuracy of isolation by using the AASHTO approach. Theoretical formulation is made and numerical results are obtained. For bearing with "fat" hysteretic loops (lateral force vs. lateral displacement relationships) the error in isolation design can be very large. Analyses were carried out on the lateral force and the bearing displacement by using a general bi-linear hysteretic model. Numerical results show quantitatively the underestimation of the peak values of acceleration and displacement by using the linearized approach. Following closely the approach used in the current AASHTO guidelines for isolation bearing design (i.e. to obtain an "effective period" for a nonlinear bearing) a set of expressions for estimating the "effective stiffness" and other properties of the bearings are formulated. They may be used to improve the AASHTO design for bearings with large characteristic strength and with large damping. While results presented herewith may be used to check the bridge bearing design by using the current AASHTO guidelines, the fundamental purpose of this FHWA sponsored research program is intended to pursue principles and guidelines for the next generation of bridge isolation systems including new and innovative devices and approaches. This paper addresses one of the issues on modeling of nonlinear bearing responses.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - Base isolation
KW - Bridge bearings
KW - Dislocation (Geology)
KW - Highway bridges
KW - Hysteresis
KW - Lateral loads
KW - Lateral stiffness
KW - Linear equations
KW - Modeling
KW - Nonlinear response
KW - Parallelogram
UR - https://trid.trb.org/view/773162
ER -
TY - CONF
AN - 01018062
AU - Yang, Qingshan
AU - Tian, Yuji
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - Phase-difference-based Simulation of Correlated and Non-stationary Accelerograms
PY - 2005/04/20/Technical Report
SP - pp 115-128
AB - A new approach of spatially correlated and non-stationary earthquake ground motions based on phase difference spectrum is presented. The independent non-stationary accelerograms of the reference points, specified for each different type soil, are simulated by the inverse FFT, in which the Fourier amplitude spectrums are compatible with the specified power spectrum density functions and the Fourier phase spectrums are simulated on the basis of the empirical model of the phase difference spectrum. The spatial correlated and non-stationary earthquake ground motions are simulated by the Kriging technique, on the conditions of incoherency function and reference ground motions.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - Accelerograms
KW - Earthquakes
KW - Fourier analysis
KW - Seismicity
KW - Simulation
KW - Soil types
UR - https://trid.trb.org/view/773079
ER -
TY - CONF
AN - 01018061
AU - Li, Jian-zhong
AU - Fan, Li-chu
AU - Song, Xiao-dong
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - Investigation of Displacement Ductility Capacity for Tall Piers
PY - 2005/04/20/Technical Report
SP - pp 37-45
AB - In this paper, the incremental dynamic analysis (IDA) is used to investigate the effect of higher vibration modes on the displacement ductility capacity of a tall pier. The results show that if the conventional method is used to evaluate the displacement ductility capacity of tall piers, there will be large error. The contribution of higher vibration modes to response has a significant effect on the yield, ultimate displacement and displacement ductility capacity for a tall pier.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - Bridge piers
KW - Capacity
KW - Dislocation (Geology)
KW - Ductility
KW - Incremental dynamic analysis
KW - Vibration
UR - https://trid.trb.org/view/773026
ER -
TY - CONF
AN - 01018060
AU - Ye, Aijun
AU - Xu, Liping
AU - Zhang, Xigang
AU - Fan, Lichu
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - A Structural System for Controlling Longitudinal Movements of a Super Long-Span Cable-stayed Bridge
PY - 2005/04/20/Technical Report
SP - pp 103-113
AB - The structural behavior of a cable-stayed bridge is highly dependent on its structural system, so it is a key issue in the design of a cable-stayed bridge. For a super long-span cable-stayed bridge, both floating system and fixed system have serious disadvantages, and the combination of floating system and supplementary longitudinal restraining devices may be a good solution. The investigation of structural system for the Sutong Bridge, which is a cable-stayed bridge with a main span of 1088m, has provided a case study that can supply references to other super long-span cable-stayed bridges. To limit longitudinal displacements of the Sutong Bridge from service load and earthquake, two supplementary restraining devices were proposed in the technical design stage, namely, elastic links and dampers with ultimate stops. This paper will focus on the investigation of the two devices, including the effect on static and seismic behavior, determination of parameters, and the effectiveness comparison of the two devices; finally, the selection of the final structural system of the bridge was introduced. The final structural system of the Sutong Bridge is the combination of floating system and dampers with ultimate stops allowing 750mm relative movement between girder and pylon, which is a good structural solution that ensures the safety of the bridge in the critical load cases.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - Cable stayed bridges
KW - Control
KW - Critical loads
KW - Dampers
KW - Dislocation (Geology)
KW - Earthquakes
KW - Elastic links
KW - Floating structures
KW - Long span bridges
KW - Longitudinal movements
KW - Service loads
KW - Structural behavior
KW - Sutong Bridge (China)
UR - https://trid.trb.org/view/773076
ER -
TY - CONF
AN - 01018059
AU - Yen, W Phillip
AU - Tang, Benjamin
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - Current and Recommended Bridge Seismic Design Specifications and Implementation in the USA
PY - 2005/04/20/Technical Report
SP - pp 129-137
AB - Our highways are built to transport goods and people, and connect nations, states and cities. As such, they are our lifelines to deliver daily needs such as food, water, and communication with other locations. Among highway systems, bridge is the most vulnerable component to the earthquake hazard. This paper introduced the current design specifications and recommended new design guidelines to the highway bridges in the USA.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - Bridge design
KW - Earthquake resistant design
KW - Earthquake resistant structures
KW - Earthquakes
KW - Guidelines
KW - Highway bridges
KW - Specifications
KW - United States
UR - https://trid.trb.org/view/773081
ER -
TY - CONF
AN - 01018057
AU - O'Connor, Jerome S
AU - Multidisciplinary Center for Earthquake Engineering Research
TI - Seismic Risk Assessment Procedures and Mitigation Measures for Highway Bridges in Moderate Earthquake Zones of the Eastern U.S.
PY - 2005/04/20/Technical Report
SP - pp 171-184
AB - Because of the infrequent occurrence of earthquakes, the Easter half of the United states is generally not thought of as being particularly prone to earthquake damage. There have only been a few earthquakes of significant magnitude in recent history and the ones that occur with any kind of regularity are considered mild to moderate. Despite the lack of warning from Mother Nature, the potential for damage to highway bridges in these regions does exist. The vulnerability of the existing bridge population is accentuated by the fact that most were designed and detailed without any consideration of this potential. All states have a rigorous bridge inspection program to assess the physical condition of their bridges. In addition, some states have a vulnerability assessment program to measure the risk of damage from earthquakes as well as from other unusual occurrences like scour, overweight vehicles, fatigue cracking, and collision. This paper will present the screening and evaluation methodologies used by one such Department of Transportation (DOT) to lessen the potential for damage due to earthquakes, as infrequent or mild as they might be. It will also describe what precautionary design and detailing practices are typically used by DOTs in these regions even when high seismic forces are not anticipated.
U1 - Third PRC-US Workshop on Seismic Analysis and Design of Special BridgesFederal Highway AdministrationNational Science Foundation of ChinaShanghai,China StartDate:20041021 EndDate:20041022 Sponsors:Federal Highway Administration, National Science Foundation of China
KW - Bridge design
KW - Earthquake damage
KW - Earthquake engineering
KW - Earthquakes
KW - Eastern States
KW - Highway bridges
KW - Inspection
KW - Performance
KW - Procedures
KW - Risk assessment
KW - Seismic analysis
KW - States
KW - Traffic mitigation
KW - United States
UR - https://trid.trb.org/view/773089
ER -
TY - ABST
AN - 01557246
TI - Research for the AASHTO Standing Committee on Planning. Task 55. The Role of Collaboration in Freight Transportation Management
AB - The case examples of public-private freight collaboration documented in this report illustrate why investing in a private good has public benefits, and why these ventures are worth the effort involved to both the public and private sectors. The four examples range from a simple state/railroad partnership around a single rail line and port to much more complex multi-state, multi-modal collaborations involving hundreds of millions of dollars in improvements. In each case, money served as an early catalyst for getting the parties to the table, but each collaborative mechanism was unique. Other important ingredients to these projects were strong leadership and respect among the participants, attributes that built trust and kept collaborators together, leading to success for all the partners. One unexpected finding is that once trust is established, partners in successful collaborations go on to take on other tasks for their mutual benefit.
KW - Freight transportation
KW - Improvements
KW - Multi-agent systems
KW - National Cooperative Highway Research Program
KW - Research projects
UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1269
UR - https://trid.trb.org/view/1346906
ER -
TY - CONF
AN - 01003169
AU - Federal Highway Administration
AU - Pennsylvania Department of Transportation
AU - New Jersey Department of Transportation
AU - Delaware Valley Regional Planning Commission
TI - Transportation Solutions Conference Proceedings
PY - 2005/04/15
SP - n.p.
AB - The Transportation Solutions conference took place on March 9-10, 2005 in Philadelphia, Pennsylvania. The conference addressed how to plan, develop and build communities and transportation infrastructure systems. Smart growth and smart transportation were discussed.
U1 - Transportation SolutionsDelaware Valley Regional Planning CommissionPennsylvania Department of TransportationNew Jersey Department of TransportationFederal Highway AdministrationPhiladelphia,PA,United States StartDate:20050309 EndDate:20050310 Sponsors:Delaware Valley Regional Planning Commission, Pennsylvania Department of Transportation, New Jersey Department of Transportation, Federal Highway Administration
KW - City planning
KW - Communities
KW - Conferences
KW - Development
KW - Infrastructure
KW - Public transit
KW - Road construction
KW - Smart growth
KW - Smart transportation
KW - Transportation planning
UR - https://trid.trb.org/view/759237
ER -
TY - ABST
AN - 01462993
TI - Research Program Design---Administration of Highway and Transportation Agencies. Freight Transportation: New Roles for State DOTs
AB - State departments of transportation are focusing increased attention on freight transportation. The reasons are many, obvious and compelling. They include: (1) A rapidly increasing volume of freight; (2) Transportation overloads at major freight gateways; (3) Constraints on infrastructure capacity for all modes; (4) The need for efficiency in intermodal connections; and (5) Heavy traffic in major multimodal, multi-state transportation corridors. As a consequence, many State DOTs are analyzing the freight transportation needs of their states, giving greater priority to freight transportation investments, participating in public-private ventures, and engaging in innovative financing arrangements for freight projects. For most, this shift represents new lines of business and new ways of doing business. Many programmatic and technical issues are involved, but the foundation for programs must be constructed through policy and organization decisions. Therefore, the leaders of the State DOTs need to consider changes in their missions, their internal structures and in their ways of engaging productively with the private sector. This project will respond to this need by providing two focused, facilitated, and well-supported executive seminars for State DOT CEOs: (1) Freight Transportation: Redefining Public/Private Executing freight projects require that state DOTs engage with the private sector in ways not required for traditional highway projects. Doing this successfully requires understanding the composition of the relevant industry groups and their interests, resources, priorities, and constraints. To move in this direction, the seminar will focus on: (i) The importance of defining public benefit projects and proportioning public and private financing to the public and private benefits. For example, the Chicago CREATE program has involved the state and local public agencies with the six Class 1 railroads, the commuter rail system, and the local transit provider in a process that has determined the public and private benefits of expediting the movement of freight across the city and reached agreement on a financing package the reflects the distribution of benefits and (ii) Best practices examples of public-private partnerships for investment in freight projects and the lessons learned from these cases. The most fully-developed examples are freight rail projects, such as the Alameda Corridor, the Shellpot Bridge, the Kansas City Flyovers, the FAST Corridor, the Reno 'trench,' and the Kyle Rairoad Company/Kansas DOT partnership for infrastructure upgrade. The seminar will involve persons from both government and business who have carried out public-private partnerships that work to achieve both separate and mutual objectives. It will yield recommendations for actions that can stimulate more private investment in public benefit projects. The seminar will be conducted in conjunction with a larger meeting that will showcase examples of successful public-private partnerships for investment in freight rail. (2) Freight Transportation: Responding to New Missions Executing successful public-private partnerships for freight transportation requires that state DOTs make changes in their organization, staffing, and core functions such as planning, project development, and finance. This seminar will focus on: (i)The need to organize internally to respond effectively to the challenges of carrying out a freight transportation program. For example, the Maryland DOT has recently created an Office of Freight Logistics as a focal point for the department's freight activities, joining several other states, including Washington, Oregon, Maine, and Minnesota that have established multimodal freight offices and (ii) The need to organize for external working relationships with those who are essential to formulating and carrying out a freight transportation program.
KW - Benefits
KW - Financing
KW - Freight handling
KW - Freight traffic
KW - Freight transportation
KW - Infrastructure
KW - Innovation
KW - National Cooperative Highway Research Program
KW - Public private partnerships
KW - Research projects
KW - State departments of transportation
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=552
UR - https://trid.trb.org/view/1231218
ER -
TY - ABST
AN - 01460580
TI - Research Program Design---Administration of Highway and Transportation Agencies. In-Service Training Needs for State DOTs
AB - The objective of this project was to define the parameters of the "in-service" issue in state departments of transportation (DOT's) including the following: (1) Identify "in-service" training needs of state DOT's for engineers and other professionals ; (2) Identify "in-service" training needs of state DOT's for technical staff and field personnel ; (3) Identify current practices in meeting "in-service" needs in state DOT's ; (4) Identify desired delivery methods and strategies for meeting the "in-service" training needs of state DOT's ; and (5) Prepare a report that will serve as a resource to state DOTs, to participants in the National Summit on Transportation Education planned for Fall, 2005, to the LTAP Program, NHI and other training programs.
KW - Downsizing
KW - National Cooperative Highway Research Program
KW - Research projects
KW - Retirement
KW - State departments of transportation
KW - Technology
KW - Training
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=556
UR - https://trid.trb.org/view/1228797
ER -
TY - RPRT
AN - 01042038
AU - Hallin, J
AU - Smith, K L
AU - Stanley, M
AU - Vandenbossche, J
AU - Morian, D
AU - Applied Research Associates, Incorporated
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - PennDOT Pavement Life-Cycle Cost Analysis - Phase 1
PY - 2005/04/01/Final Report
SP - 98p
AB - The main objective of this study was to evaluate the Pennsylvania Department of Transportation (PennDOT's) current method of pavement LCCA and recommend steps the Department may take to improve its pavement LCCA process. In Phase I of the study, several activities were undertaken, consisting of the following: (1) A literature search/review to obtain applicable resource materials produced by both PennDOT and outside agencies, from which to determine the state of the art in LCCA. (2) Meetings with PennDOT officials to build upon the knowledge gained from the literature review and to find out how the process is being applied. This included a thorough review of how all of the input data were developed. (3) Meetings with appropriate Pennsylvania pavement industries to determine their perceptions on how the process is being applied. (4) A thorough analysis of PennDOT's current LCCA process, including a comparison to other States practices, examination of the LCCA inputs and how they were established, and thoroughly exercising the process to identify the sensitivity of the various input factors. Key findings and recommendations of the Phase I research include the following: (1) There is a great deal of flexibility in the methods used to determine initial pavement construction costs between Districts and various projects within a District. Standardized procedures for estimating initial costs using data contained in the ECMS database should be developed. (2) The schedules for pavement maintenance and rehabilitation (M&R) in the Pavement Policy Manual need to be updated to reflect improvements made in the design and materials used in both rigid and flexible pavements over the last 10 years. (3) There is no external review of the process by the affected industries in Pennsylvania. An annual joint PennDOT and pavement industry review program for the LCCA process should be instituted. (4) The criteria for selecting a discount rate of 6% could not be determined and it was found that the rate used by PennDOT is higher than rates used by most of the other States surveyed. The Office of Management and Budget (OMB) A-94 procedure described in the Federal Highway Administration's (FHWA's) 1988 Interim Technical Bulletin on LCCA should be adopted for use in the LCCA.
KW - Costs
KW - Flexible pavements
KW - Life cycle analysis
KW - Life cycle costing
KW - Literature reviews
KW - Pavement performance
KW - Pennsylvania
KW - Policy
KW - Recommendations
KW - Rehabilitation (Maintenance)
KW - Road construction
KW - Sensitivity
KW - State of the art
KW - U.S. Federal Highway Administration
UR - https://trid.trb.org/view/798170
ER -
TY - ABST
AN - 01458667
TI - Enhanced Communications Interoperability: Assessment of Emerging Voice/Data Integration Tools
AB - Develop a framework, guide, or service for use by the transportation community and others to prepare for the purchase or management of interoperable communications/data transmission systems and networks. USDOT FHWA is co-funding this project with a matching $100,000.
KW - Communications
KW - Data collection
KW - Evaluation and assessment
KW - Integrated systems
KW - Interoperability
KW - Management
KW - National Cooperative Highway Research Program
KW - Research projects
KW - Voice frequency
UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=644
UR - https://trid.trb.org/view/1226878
ER -
TY - RPRT
AN - 01159361
AU - ICF Consulting
AU - Federal Highway Administration
TI - Assessing the Effects of Freight Movement on Air Quality at the National and Regional Level
PY - 2005/04//Final Report
SP - n.p.
AB - This report discusses freight transportation activity and emissions at the national level and in six metropolitan areas (Baltimore, Chicago, Dallas-Fort Worth, Detroit, Houston, and Los Angeles). The report draws on a variety of existing studies and data sources and develops new emissions estimates to fill data gaps. The study findings were documented in six detailed technical memoranda prepared by ICF Consulting for FHWA over the course of 2004. This report presents selected highlights from those memoranda. Chapter 1 provides an introduction. Chapter 2 reviews freight transportation activity and emissions at the national level, including freight movement trends by mode, emissions standards that affect freight transportation, and national-level emissions from freight transportation. Chapter 3 presents estimates of freight transportation emissions in the six study areas by mode, including trucking, freight rail, marine vessels, port cargo handling equipment, aircraft, and airport ground support equipment. Chapter 4 describes strategies to reduce emissions from freight transportation, including technology-oriented strategies and operational strategies. Chapter 5 discusses conclusions and recommendations for future research. Three appendices provide supporting technical information.
KW - Air quality
KW - Air quality management
KW - Aircraft
KW - Cargo handling equipment
KW - Exhaust gases
KW - Freight transportation
KW - Landside operations (Airports)
KW - Landside operations (Ports)
KW - Metropolitan areas
KW - Railroads
KW - Strategic planning
KW - Trucking
KW - United States
KW - Water transportation
UR - http://www.fhwa.dot.gov/environment/freightaq/index.htm
UR - https://trid.trb.org/view/919904
ER -
TY - RPRT
AN - 01079278
AU - American Association of State Highway and Transportation Officials (AASHTO)
AU - American Public Works Association
AU - Federal Highway Administration
AU - ITS America
AU - Institute of Transportation Engineers (ITE)
TI - National Traffic Signal Report Card Executive Summary
SN - 193345005
PY - 2005/04//Executive Summary
SP - 8p
AB - Everyday we encounter traffic signals—on our way to and from work, running errands and picking up the kids from soccer practice. Traffic signals can either help us along our way or increase the time we spend traveling, making an already busy day more hectic and unpredictable. To gauge traffic signal operations, a national assessment was conducted to develop the first-ever National Traffic Signal Report Card. The Traffic Signal Operation Self Assessment was administered in August 2004, and voluntarily completed by 378 agencies in 49 states, representing about one-third of traffic signals in the United States. Findings indicate that, overall, traffic signal operation in the United States scores a D-. A D- means that traffic signals are not operating as efficiently as they could be. This results in unnecessary delay to travelers, with valuable time wasted sitting at an intersection. It also means that our air is being unnecessarily polluted by vehicles that start and stop inefficiently and that we’re using more fuel than necessary.
KW - Air pollution
KW - Exhaust gases
KW - Fuel consumption
KW - Highway operations
KW - Highway traffic control
KW - Traffic delays
KW - Traffic signal control systems
KW - Traffic signal timing
KW - Traffic signals
KW - United States
UR - http://www.ite.org/reportcard/2005/NTS_ExecSummary.pdf
UR - https://trid.trb.org/view/837007
ER -
TY - RPRT
AN - 01076678
AU - Karbhari, Vistasp M
AU - Kaiser, Henning
AU - Navada, Rajiv
AU - Ghosh, Kumar
AU - Lee, Luke
AU - Oregon Department of Transportation
AU - Federal Highway Administration
TI - Methods for Detecting Defects in Composite Rehabilitated Concrete Structures
PY - 2005/04//Final Report
SP - 424p
AB - Fiber reinforced polymer (FRP) composites are increasingly being used to rehabilitate under-strength or deteriorating concrete structural elements and to prolong useful service-life of bridge structures. The rehabilitation is conducted through the external bonding of FRP strips onto the concrete substrate using either the wet layup process or the adhesive bonding of prefabricated strips. While the method has been shown to be extremely effective, there is a need for the development of expertise relating to identification of defects during inspection. This report addresses four specific aspects of defect identification: (1) identification of the types of defects in composite strengthened concrete structural elements; (2) determination of the potential effect of selected defects on the performance and integrity of the structural system; (3) identification of state-of-the-art quality assurance and non-destructive evaluation (NDE) technologies that can be used for detecting defects; and (4) preliminary investigation of selected technologies that have a high likelihood of being successfully used for purposes of quality assurance. Potential defects are identified, classified by type and stage at which they could occur, and their effects are listed. Criticality of selected defect types is assessed using an experimental fracture mechanics based approach. The range of NDE techniques identified is assessed based on pertinent characteristics required for inspection in the field, and the techniques are classified based on applicability. Two techniques – thermography (representative of a non-contact local technique) and vibration based modal analysis coupled with a damage detection approach (representative of a global technique) – are explained in more depth with examples of use.
KW - Concrete structures
KW - Deterioration
KW - Fiber composites
KW - Fiber reinforced polymers
KW - Nondestructive tests
KW - Quality assurance
KW - Rehabilitation (Maintenance)
KW - Service life
KW - State of the art
KW - Structural deterioration and defects
KW - Substrates
UR - https://trid.trb.org/view/815505
ER -
TY - RPRT
AN - 01074801
AU - Federal Highway Administration
TI - Southern Corridor, I-15 at Reference Post 3 near St. George to State Route 9 near Hurricane, Washington County : environmental impact statement
PY - 2005/04//Volumes held: Draft, F(2v)
KW - Environmental impact statements
KW - Utah
UR - https://trid.trb.org/view/834195
ER -
TY - RPRT
AN - 01074554
AU - Federal Highway Administration
TI - Boulder City/U.S. 93 corridor study, Clark County: environmental impact statement
PY - 2005/04//Volumes held: Draft, F(2v)
KW - Environmental impact statements
KW - Nevada
UR - https://trid.trb.org/view/833948
ER -
TY - RPRT
AN - 01029917
AU - Sawyer, Hall
AU - Rudd, Bill
AU - Wyoming Game and Fish Department
AU - Wyoming Department of Transportation
AU - Federal Highway Administration
TI - Pronghorn Roadway Crossings: A Review of Available Information and Potential Options
PY - 2005/04
SP - 25p
AB - Pronghorn historically ranged from southern Canada to northern Mexico and numbered 30-40 million. While many historic ranges are occupied today, herds are much smaller and more isolated. Habitat loss and movement barriers have contributed to the fragmentation and general decline of pronghorn populations. Roadways pose a major concern for pronghorn populations, both as a barrier to movements and as a mortality source from vehicle collisions. The ability of state wildlife agencies to manage and sustain pronghorn populations in future years will depend on their ability to maintain pronghorn movements across roadways and allow them access to the various seasonal ranges needed for survival. This study reviews, summarizes and analyzes available information on pronghorn roadway crossings; determines what type of pronghorn crossing structure is most likely to be effective; and identifies important considerations for sites where structures may be built and monitored for success.
KW - Access
KW - Animal migrations
KW - Animal vehicle collisions
KW - Fences
KW - Habitat (Ecology)
KW - Pronghorn
KW - Wildlife
KW - Wildlife crossings
KW - Wyoming
UR - http://gf.state.wy.us/downloads/pdf/pronghorn_report_final.pdf
UR - https://trid.trb.org/view/786685
ER -
TY - RPRT
AN - 01025864
AU - O'Connor, James T
AU - Gibson, G Edward
AU - Migliaccio, Giovanni C
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - 2004 Annual Interim Report
PY - 2005/04//Technical Report
SP - 32p
AB - This report includes a synthesis of the main findings from the investigations conducted during the first year of Research Project 0-4661. During the first year, the following research products were produced: Research Product No. 1 - CDA Procurement Process Model (Research Report 0-4661-P1); and Research Product No. 2 - Essential Elements of CDA Master Contract (Research Report 0-4661-P2). First, findings regarding Research Product No. 1 are summarized, including a breakdown of the Comprehensive Development Agreement (CDA) procurement phases with durations, and duration drivers, as well as lessons learned collected to date. In the next section, results from Research Product No. 2 are conveyed, focusing on essential contract clauses and significant differences between CDA and traditional design-bid-build contracting. Finally, the progress on Research Product No. 3 (Documentation of the SH130 Organizational Structure) is outlined.
KW - Annual reports
KW - Comprehensive development agreement
KW - Contracting
KW - Design build
KW - Lessons learned
KW - Organizational structure
KW - Procurement
KW - Research projects
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4661_1.pdf
UR - https://trid.trb.org/view/782688
ER -
TY - RPRT
AN - 01025823
AU - Rezai, Ali
AU - Moore, Mark
AU - Green, Travis
AU - Washer, Glenn
AU - Wiss, Janney, Elstner Associates, Incorporated
AU - Federal Highway Administration
TI - Laboratory and Field Testing of Automated Ultrasonic Testing (AUT) Systems for Steel Highway Bridges
PY - 2005/04//Final Report
SP - 139p
AB - Fabrication inspection of welds is necessary to ensure the quality of workmanship during the fabrication process. The implementation of automated ultrasonic testing (AUT) methods for inspecting butt welds in steel bridge fabrication is the subject of this report. The primary goal is to evaluate the effectiveness of AUT as a replacement for radiographic testing (RT) for fabrication inspection of welds in steel highway bridges. The AUT results are compared to RT results. The advantages of implementing AUT as compared to RT for inspecting butt welds in fabrication plants is addressed. The study consists of laboratory testing to assess the viability of the AUT system under a controlled laboratory environment and field testing at fabrication plants, during the routine fabrication process, to assess the performance and practicality of the AUT technique and system for use in the fabrication shop environment. AUT, manual ultrasonic testing (UT), and RT systems are employed side by side for fabrication inspection of welds during field testing.
KW - Butt welds
KW - Fabrication
KW - Field tests
KW - Highway bridges
KW - Inspection
KW - Laboratory tests
KW - Nondestructive tests
KW - Quality assurance
KW - Radiography
KW - Steel bridges
KW - Ultrasonic tests
UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/04124/
UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/04124/04124.pdf
UR - https://trid.trb.org/view/783221
ER -
TY - RPRT
AN - 01024448
AU - Seymour, Edward J
AU - Carvell, James D
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Interim Guidelines for Data Access for Texas Traffic Management Centers
PY - 2005/04//Product
SP - 28p
AB - This document provides interim guidelines and recommended action items for the Texas Department of Transportation (TxDOT) in pursuit of the most appropriate way to handle the administrative concerns of ownership of traffic management center (TMC) information, revenue opportunities associated with the data, and contractual agreements among agencies involved in the collection and dissemination of TMC data.
KW - Administration
KW - Data access
KW - Data collection
KW - Guidelines
KW - Information dissemination
KW - Interagency relations
KW - Recommendations
KW - Texas Department of Transportation
KW - Traffic control centers
KW - Traffic data
UR - http://tti.tamu.edu/documents/0-5213-P1.pdf
UR - https://trid.trb.org/view/782323
ER -
TY - RPRT
AN - 01022699
AU - Milton, John
AU - St Martin, Anna
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Understanding Flexibility in Transportation Design - Washington
PY - 2005/04//Technical Report
SP - 300p
AB - This document provides conceptual guidance for the application of context-sensitive designs in the project development process and provides a compilation of issues that must be evaluated in highway design. The intent of this document is not to be a definitive standard. Rather it is to offer information and tools to project staff to increase their understanding of how the different issues are interrelated, and how understanding this interrelationship leads to better decision-making during the evaluation and optimization of trade-offs. The contents of this document were developed to provide background information on the project development process, and the issues of liability surrounding flexibility in design. Detailed discussions illustrate significant and distinguishing features of a variety of contexts in which projects may be located. Also, guidance is provided for what type of users may be within each context, and how to develop a connection with the local community. Each of these user groups has different needs associated with the design and operation of transportation facilities, and at times these needs conflict. Many of these needs and the effect they may have on other users are discussed in this document. Environmental considerations such as urban forestry, urban streams, natural resources, cultural and historic resources, air-quality, noise, vibration, night sky darkness, and the use of recycled materials are important components in context-sensitive designs. This document provides information on how to mitigate for possible impacts of transportation facilities on the natural environment, and how to enhance the built environment through the use of vegetation and other materials. Typical design considerations such as intersection characteristics, gateway elements, roadside design, roadway geometrics, and streetscape amenities present potential trade-offs. The information offered in this document concerning these potential trade-offs aids designers and planners in balancing these trade offs during the project development process to achieve a safe, efficient, and aesthetically appealing transportation facility.
KW - Aesthetics
KW - Air quality
KW - Alternatives analysis
KW - Community involvement
KW - Context sensitive design
KW - Cultural resources
KW - Decision making
KW - Environmental design
KW - Evaluation
KW - Geometric design
KW - Highway design
KW - Highway safety
KW - Intersections
KW - Liability
KW - Natural resources
KW - Noise
KW - Programming (Planning)
KW - Recycled materials
KW - Roadside
KW - Streams
KW - Streetscape
KW - Urban design
KW - Vegetation
KW - Vibration
KW - Washington (State)
UR - http://www.wsdot.wa.gov/research/reports/fullreports/638.1.pdf
UR - https://trid.trb.org/view/778626
ER -
TY - RPRT
AN - 01019130
AU - Walker, Roger S
AU - Fernando, Emmanuel
AU - Sho, Yoshitaka
AU - University of Texas, Arlington
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - A Methodology for Bump Detection Using Inertial Profile Measurements
PY - 2005/04//Technical Report
SP - 86p
AB - The Texas Department of Transportation (TxDOT) started implementing its new ride quality specification in 2002. This specification requires the use of inertial profilers in lieu of profilographs for quality assurance testing of surface smoothness on new construction and rehabilitation projects. The profilograph-based ride specification that it replaced includes criteria on both section-wide and localized roughness. Although a method is currently used to evaluate localized roughness, its assessment and that of section-wide roughness are based on different criteria. The new ride specification identifies defects based on an allowable difference between the average measured profile and its moving average, and assesses section-wide roughness using the International Roughness Index (IRI). While both criteria are correlated to user perception of ride quality as measured by the Present Serviceability Index (PSI), this index is not presently used to establish the need for corrections. Also, the improvements in PSI resulting from corrections are neither evaluated nor predicted in the new ride specification. The new equation has been found to be more sensitive to the occurrence of localized roughness than IRI or the current ride equation. Thus, TxDOT initiated Project 4479 to investigate the application of the new equation for detecting defects in a smoothness specification. Its objectives are to determine methods for defining localized roughness characteristics that are objectionable to ride; and establish how these characteristics can be measured in an effective way for construction quality control and assurance using inertial reference profile data. The results of this project are discussed in the report.
KW - Defects
KW - Equations
KW - Inertial profilers
KW - International Roughness Index
KW - Present serviceability index
KW - Quality assurance
KW - Quality control
KW - Ride quality
KW - Roughness
KW - Smoothness
KW - Specifications
KW - Texas Department of Transportation
UR - https://trid.trb.org/view/773011
ER -
TY - RPRT
AN - 01013374
AU - Hunter, Sue
AU - Boss, Deanne
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - Examining Stress Levels of DSP Enforcement Personnel and Intervention Techniques--Phase II
PY - 2005/04//Final Report
SP - 42p
AB - Phase I Wisconsin Division of State Patrol Law Enforcement Stress Study in 2001 indicated that Division of State Patrol (DSP) sworn personnel, like other law enforcement personnel throughout the country, experience high levels of organizational and critical incident stress. This Phase II study follows up on these findings by evaluating the effectiveness of several training approaches as they relate to the reduction of sworn officer stress. The goal was to find or develop a program that addressed officer stress and evaluate it for its effectiveness. To meet the study's objectives, a day-long video-based training based on the work of Dr. Kevin Gilmartin was provided to groups of sworn officers over a thirteen-week period. A pre-test at the beginning of the training, which provided a behavior baseline, and a post-test at six weeks and three months after the training were designed to gauge the effectiveness of the intervention at prompting behavioral changes. The researchers found that the officers were very receptive to the emotional survival training and interested in making changes to improve their satisfaction across the range of life areas. However, the low return rate on the post-test questionnaires made it impossible to determine if there had been any behavioral changes as a result of the training. Through education and increased contact with Wisconsin Department of Transportation Employee Assistance Program personnel, the researcher anticipates that more sworn personnel will now recognize early warning signs of unhealthy stress levels and might possibly be more willing to seek the help that is available to them. In an effort to continue to meet the unique needs of this high-risk group in the future, the researcher also solicited input from sworn personnel to more clearly understand what stress management resources and services might be most beneficial and most frequently utilized by sworn employees and family members.
KW - Behavior modification
KW - Education
KW - Emotions
KW - Employee assistance programs
KW - Law enforcement personnel
KW - Police
KW - Stress (Psychology)
KW - Training programs
KW - Wisconsin
UR - http://wisdotresearch.wi.gov/wp-content/uploads/03-01stress-f.pdf
UR - https://trid.trb.org/view/767892
ER -
TY - RPRT
AN - 01011102
AU - Moudon, Anne Vernez
AU - Sohn, D W
AU - Rousseau, Gwen
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Travel Indicators and Trends in Washington State - Summary
PY - 2005/04//Research Report
SP - v.p.
AB - This report summarizes Washington State travel trends for the period 1980-2001. The contents are presented in three sections: (1) How different are we? Washington State versus the Nation; (2) PART I: Washington State 2001 Travel Indicators related to Demographic Factors and Land Use Factors; and (3) PART II: Trends 1980-2000 and Beyond.
KW - Demographics
KW - Land use
KW - Public transit
KW - Travel
KW - Trend (Statistics)
KW - Vehicle miles of travel
KW - Washington (State)
UR - http://www.wsdot.wa.gov/research/reports/fullreports/615.2.pdf
UR - https://trid.trb.org/view/767344
ER -
TY - RPRT
AN - 01006033
AU - Hearn, George
AU - Puckett, Jay
AU - Friedland, Ian
AU - Everett, Tom
AU - Hurst, Kenneth
AU - Romack, George
AU - Christian, George
AU - Shepard, Richard
AU - Thompson, Todd
AU - Young, Ronald
AU - American Trade Initiatives
AU - Federal Highway Administration
TI - Bridge Preservation and Maintenance in Europe and South Africa
PY - 2005/04//Final Report
SP - 150p
AB - The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of how highway agencies in Europe an South Africa handle bridge maintenance, management, and preservation. The U.S. delegation met with bridge preservation and maintenance experts from Denmark, Finland, France, Germany, Norway, South Africa, Sweden, Switzerland, and the United Kingdom. The scanning study focused on bridge management systems, inspection practices, permit load evaluation and routing, and innovative maintenance practices in those countries. The scanning team's recommendations for U.S. application include establishing several types of and intervals for bridge inspection, and requiring different levels of inspector certification. The team also recommends research projects and syntheses to expand bridge management systems to include all highway structures, incorporate risk assessment in formation of network maintenance programs, evaluate the cost-effectiveness of proactive maintenance, study the success of waterproofing measures for protecting reinforced concrete members, evaluate coordinated maintenance planning for roads and structures to achieve minimum traffic disruption in a corridor, and examine procedures for load rating of bridges.
KW - American Association of State Highway and Transportation Officials
KW - Bridge management systems
KW - Bridge members
KW - Bridges
KW - Certification
KW - Coordination
KW - Cost effectiveness
KW - Denmark
KW - Evaluation
KW - Finland
KW - France
KW - Germany
KW - Highway structures
KW - Highway traffic
KW - Innovation
KW - Inspection
KW - Loads
KW - Maintenance
KW - National Cooperative Highway Research Program
KW - Norway
KW - Permits
KW - Planning
KW - Preservation
KW - Proactive maintenance
KW - Procedures
KW - Protection against environmental damage
KW - Ratings
KW - Recommendations
KW - Reinforced concrete
KW - Risk assessment
KW - Routing
KW - Scanning studies
KW - South Africa
KW - Sweden
KW - Switzerland
KW - U.S. Federal Highway Administration
KW - United Kingdom
KW - United States
KW - Waterproofing
UR - http://international.fhwa.dot.gov/pubs/pl05002/pl05002.pdf
UR - https://trid.trb.org/view/760842
ER -
TY - RPRT
AN - 01003779
AU - Ullman, Gerald L
AU - Ullman, Brooke R
AU - Finley, Melisa D
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Evaluating the Safety Risk of Active Night Work Zones
PY - 2005/04
SP - 60p
AB - In this report, researchers present an assessment framework for evaluating the expected crash consequences of performing a particular work activity on a given highway at night versus doing that same activity during the day. Researchers predicate the framework on the availability of normal crash rates (crashes per 100 million-vehicle-miles), differentiated by daytime and nighttime conditions, on the particular roadway segment of interest. These normal rates are then adjusted on a percentage basis to account for the incremental increase in crashes expected under both the daytime and nighttime work conditions. An analyst would multiply the adjusted crash rates, representing the additional crash risk due to work activities, by traffic volumes expected to encounter the work zone in either the daytime or the nighttime period and the length of the work zone to determine the number of additional crashes that would be expected to occur due to the work zone in either period. Also included in this report is a review of several potential countermeasures identified by the research team to reduce crashes resulting from active night work zone. Researchers provide a critique of each one with regard to potential adoption consideration by the Texas Department of Transportation. Overall, researchers could not justify widespread or blanket adoption of any of the countermeasures.
KW - Countermeasures
KW - Crash rates
KW - Night
KW - Risk assessment
KW - Work zone safety
KW - Work zones
UR - https://trid.trb.org/view/760188
ER -
TY - RPRT
AN - 01003788
AU - Sun, Charlie
AU - Hopkins, Tommy C
AU - Beckham, Tony L
AU - Ni, Bixain
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Examination of Economical Methods for Repairing Highway Landslides
PY - 2005/04//Final Report
SP - 23p
AB - The Kentucky Transportation Cabinet (KyTC) spends millions of dollars each year in the repairs of highway landslides. In previous research, an inventory of highway landslides showed that about 1440 landslides of various sizes exist on major roadways maintained by the KyTC. Moreover, emergency repairs can exceed one million dollars for large embankment failures. In many instances, drilled-in, or driven, railroad steel rails were frequently used as a stop-gap measure to halt landslide movements or those efforts were tried as a permanent solution. The use of rails to serve as a restraining structure was usually not successful when the height of fill exceeded about 20 ft. The previous study also showed about 39% of the landslides were small and less than 20 ft in height. Cost estimates indicated that railroad steel rails, when drilled and socketed into bedrock, may be effective and economical when the embankment height is less than about 20 ft. This study had two major objectives. Because railroad steel rails are widely used, the development of a theoretical method of analyzing and predicting the success of rails that are drilled-in and socketed into bedrock was a major objective. To enhance this method and possibly extend the height that this technique may be used, theoretical equations were developed that include the use of lightweight backfill materials, such as geofoam, shredded tires, bundled tires, "red dog," and byproducts from coal-fired power plants. Backfill materials with different unit weights, and existing in a layered system, may be analyzed. To facilitate the use of the approach and make it widely accessible to KyTC engineers, and as a second major objective, the theoretical algorithms were programmed in a Windows computer program and stored in the Kentucky Geotechnical Database. The twelve highway district offices and main central offices of the KyTC are connected in a client server system. For a selected factor of safety, the program predicts the success of drilled-in rails so that the user may avoid using this technique when the factor of safety is not adequate to prevent failure. However, when failure is predicted using the unit weights of ordinary soil, or rock, backfill, the program shows the thickness of geofoam (or other lightweight material) necessary to increase the factor of safety to a value greater than one. The program has been checked by comparing results with results obtained from a program written by KyTC. Several examples are performed to illustrate the use of the new computer program.
KW - Algorithms
KW - Computer programs
KW - Economics
KW - Geofoam
KW - Kentucky
KW - Landslides
KW - Repairing
KW - Safety factors
KW - Scrap tires
KW - Shredded tires
KW - Steel rails
KW - Trench backfill
KW - Waste products
UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_04_SPR_180_98_1F.pdf
UR - https://trid.trb.org/view/760162
ER -
TY - RPRT
AN - 01003488
AU - Chiu, Yi-Chang
AU - Haas, Carl T
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Cost Effective Strategies for Communication with Remote Surveillance Stations
PY - 2005/04
SP - 156p
AB - The advances of modern communication technologies have changed the way that roadway information is collected. Innovative surveillance systems powered by various communication technologies have been installed to support various transportation operations. The abundance of available communication technologies and multiple available communication system configurations presents overwhelming challenges for traffic engineers in selecting proper communication technologies for users of various traffic operation and intelligent transportation system (ITS) applications. The objective of this research is to propose an effective approach to characterize available communication technology choices, and analyze how they can be applied to various traffic operations. Of particular interest is to develop a guidebook to facilitate the decision-making in choosing appropriate communication technology given the operational requirements and decision objectives. Because of the fast-paced developments in communication technologies, a web-based Knowledge Management System that enables on-line learning of applications vs. communication technology choices, as well as continual updates of the technology choice set has been developed to ensure the continual usability of this research product.
KW - Communication
KW - Cost effectiveness
KW - Decision making
KW - Guidelines
KW - Highway operations
KW - Intelligent transportation systems
KW - Knowledge management
KW - Remote sensing
KW - Strategic planning
KW - Technological innovations
KW - Traffic engineers
KW - Traffic surveillance
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4449_1.pdf
UR - https://trid.trb.org/view/759740
ER -
TY - CONF
AN - 01002610
AU - Mitchell, Gary L
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Thin Whitetopping Application at Williamsburg Regional Airport and Other Thin Whitetopping Airport Applications
PY - 2005/04
SP - pp 329-336
AB - This paper describes the use of thin whitetopping at an airport in South Carolina. By using the existing asphalt as a base material, the design is performed for the given aircraft mix expected to use the feature in question. The Williamsburg County Regional Airport in Kingstree, South Carolina chose this rehabilitation procedure for its apron and taxiway. Other similar whitetopping projects were used as a model for the Williamsburg County Regional Airport in planning its pavement rehabilitation.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Airports
KW - Aprons (Airports)
KW - Asphalt
KW - Base course (Pavements)
KW - Kingstree (South Carolina)
KW - Pavement design
KW - Pavement maintenance
KW - Rehabilitation (Maintenance)
KW - Taxiways
KW - Thin whitetopping
KW - Williamsburg County Regional Airport
UR - https://trid.trb.org/view/758500
ER -
TY - CONF
AN - 01002609
AU - Nishizawa, Tatsuo
AU - Obata, Hiroyuki
AU - Sasaki, Iwao
AU - Kokubu, Katsuro
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Dynamic Behavior of Ultrathin Whitetopping Structure with High-Strength Concrete Under Traffic Load
PY - 2005/04
SP - pp 151-175
AB - In this study, an ultrathin whitetopping structure with an ultra-high-strength, fiber-reinforced concrete -- high-strength concrete whitetopping (HSCWT) -- has been developed. This paper investigates the mechanical behavior of an HSCWT structure due to traffic loading based on experimental examinations on full-scale test pavements constructed in an accelerated pavement testing facility and a dynamic 3DFEM analysis. Effects of the visco-elastic nature of the underlying asphalt layer, joint reinforcement, and supporting condition on stresses in the HSC panels are examined. Numerical simulations revealed that small circular cracks, which appeared near the joints with weak support in the testing, can be explained by the 3DEF model.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Accelerated tests
KW - Asphalt
KW - Cracking
KW - Fiber reinforced concrete
KW - Finite element method
KW - High strength concrete
KW - Mechanical properties
KW - Numerical analysis
KW - Pavement joints
KW - Pavement layers
KW - Pavement performance
KW - Reinforcement (Engineering)
KW - Simulation
KW - Stresses
KW - Traffic loads
KW - Ultrathin whitetopping
KW - Viscoelasticity
UR - https://trid.trb.org/view/758371
ER -
TY - CONF
AN - 01002606
AU - Saeed, Athar
AU - Hammons, Michael I
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Necessity of Existing Pavement Evaluation in Successful Ultrathin Whitetopping Implementation
PY - 2005/04
SP - pp 268-287
AB - Experience from research conducted and experience gained from ultrathin whitetopping (UTW) projects demonstrates that the surface condition, integrity of the existing hot-mix asphalt (HMA) layer, and structural capacity of the existing pavement structure should be evaluated and considered as important factors in the overall design process. During a recently completed Innovative Pavement Research Foundation project, cores indicated the presence of a thin HMA lift. This lift debonded during environmental testing, while the HMA and portland cement concrete (PCC) interface remained intact. The surface condition and structural capacity were considered during the design of the first UTW runway rehabilitation project on a general aviation airport in the United States. The existing runway surface conditions were assessed and pavement structural capacity was estimated using the falling-weight deflectometer and dynamic cone penetrometer and in situ and laboratory California bearing ratio tests.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Airport runways
KW - Asphalt pavements
KW - California bearing ratio
KW - Cone penetrometers
KW - Debonding
KW - Falling weight deflectometers
KW - General aviation airports
KW - Hot mix asphalt
KW - Implementation
KW - Interfaces
KW - Pavement conditions
KW - Pavement design
KW - Pavement layers
KW - Pavement maintenance
KW - Portland cement concrete
KW - Rehabilitation (Maintenance)
KW - Structural capacity
KW - Surface course (Pavements)
KW - Ultrathin whitetopping
KW - United States
UR - https://trid.trb.org/view/758444
ER -
TY - CONF
AN - 01002605
AU - Armaghani, Jamshid
AU - Luster, Roland
AU - Greene, Jamie
AU - Holzschuher, Charles
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Thin Whitetopping at Fernandina Beach Airport
PY - 2005/04
SP - pp 337-356
AB - The thin whitetopping project at Fernandina Beach General Aviation Airport in north Florida is the largest whitetopping project in the southeast, and is the first 10-year warranted whitetopping airport project in the United States. The project includes a 152-mm (6-in.) concrete overlay on runway 8-26, 127-mm (5-in.) overlay on taxiway C, as well as 279-mm (11-in.) full-depth concrete pavement on the extensions of runway 8-26 and taxiway C. The existing asphalt pavement was severely cracked and rutted. A number of options were evaluated including asphalt overlay, complete reconstruction with asphalt, and thin whitetopping. The decision to use the thin whitetopping option was based on life-cycle cost analysis and its long-term performance. The whitetopping panels for the runway were 1.5 x 1.9 m (5 x 6.25 ft), and the taxiway panels were 1.2 x 1.2 m (4 x 4 ft). The design and specifications did not require surface milling except for grade adjustment to maintain uniform thickness for the whitetopping. Also, no sealing was specified for cracks in the existing asphalt or for whitetopping joints. Special emphasis was placed on timely saw-cutting of the joints. A specification that required a 5-year minimum guarantee was developed for the project. The contractors were given the option, with incentive, to extend the guarantee period to 10 years. All bidding contractors provided a 10-year guarantee for the whitetopping. The project was completed and has been in service since May 2003. The first condition survey in December 2004 showed excellent conditions and significant increase in load carrying capacity of the whitetopping.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Airport runways
KW - Bearing capacity
KW - Concrete overlays
KW - Concrete pavements
KW - Contractors
KW - Fernandina Beach Municipal Airport
KW - Florida
KW - General aviation airports
KW - Incentives
KW - Life cycle costing
KW - Pavement joints
KW - Pavement maintenance
KW - Pavement performance
KW - Rehabilitation (Maintenance)
KW - Taxiways
KW - Thin whitetopping
UR - https://trid.trb.org/view/758503
ER -
TY - CONF
AN - 01002603
AU - Riley, Randell C
AU - Mallela, Jagannath
AU - Gotlif, Alex
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Whitetopping: Atypical is Typical
PY - 2005/04
SP - pp 120-148
AB - In the "real world" of highway pavement rehabilitation using conventional whitetopping and ultrathin whitetopping techniques, the pavement engineer more often than not runs into situations for which the standard rules cannot be applied. Idealized "textbook" concepts and principles are modified regularly by practicing engineers to adapt to these real world situations. This paper presents some case studies from some real world, less than ideal projects undertaken by the Cook County Highway Department and the Illinois Department of Transportation. These projects highlight interesting challenges faced when considering pavement rehabilitation using conventional or ultrathin whitetopping, how they were overcome, and the results. Various methods of dealing with the unexpected are reviewed, with implications discussed for alteration of current design methodologies.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Case studies
KW - Highway maintenance
KW - Illinois
KW - Pavement design
KW - Pavement maintenance
KW - Paving
KW - Rehabilitation (Maintenance)
KW - Ultrathin whitetopping
KW - Whitetopping
UR - https://trid.trb.org/view/758370
ER -
TY - CONF
AN - 01002602
AU - Newbolds, Scott A
AU - Galal, Khaled A
AU - Olek, Jan
AU - Nantung, Tommy
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Behavior of Ultrathin Whitetopping Over Composite Pavements Exposed to Large-Scale Accelerated Loading
PY - 2005/04
SP - pp 217-241
AB - Two ultrathin whitetopping (UTW) pavement test sections were constructed in the INDOT-Purdue University Accelerated Pavement Testing (APT) facility. The pavement sections consisted of a UTW overlay of existing composite pavement sections. UTW lanes were subjected to approximately 300,000 68-kN [15,000-lbf] or 500,000 40-kN [9,000-lbf] APT load applications. The performance of the UTW overlays was monitored using destructive and nondestructive methods. The results of the study indicate that the strength of the bond under the UTW layer may not be uniform. Additionally, a wave effect in front of the loading sheet was shown to exist. This finding appears to contradict previous assumptions that the UTW deflects rather than bends. Finally, debonding of the UTW layer likely occurs prior to cracking.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Accelerated tests
KW - Bending
KW - Bond strength (Materials)
KW - Composite pavements
KW - Cracking
KW - Debonding
KW - Deflection
KW - Destructive testing
KW - Indiana
KW - Loads
KW - Nondestructive tests
KW - Overlays (Pavements)
KW - Pavement performance
KW - Ultrathin whitetopping
UR - https://trid.trb.org/view/758434
ER -
TY - CONF
AN - 01002600
AU - Rasmussen, Robert Otto
AU - Rozycki, Dan K
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Key Findings from NCHRP Synthesis of Highway Practice 338: Thin and Ultrathin Whitetopping
PY - 2005/04
SP - pp 194-196
AB - The National Cooperative Highway Research Program (NCHRP) has recently published a Synthesis of Highway Practice entitled "Thin and Ultra-thin Whitetopping." The purpose of this synthesis is to summarize available information and to document how departments of transportation and other agencies and owners are currently using thin whitetopping and ultrathin whitetopping overlays among their various pavement rehabilitation alternatives. This presentation serves to highlight key findings from this comprehensive and cooperative effort.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Highways
KW - National Cooperative Highway Research Program
KW - Overlays (Pavements)
KW - Pavement maintenance
KW - Practice
KW - Rehabilitation (Maintenance)
KW - State departments of transportation
KW - Synthesis (Chemistry)
KW - Thin whitetopping
KW - Ultrathin whitetopping
KW - Utilization
UR - https://trid.trb.org/view/758423
ER -
TY - CONF
AN - 01002596
AU - Sutton, Kerry
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Thin Concrete Overlays of Composite Pavements in Southeast Michigan
PY - 2005/04
SP - pp 106-113
AB - A thin concrete overlay, or whitetopping, is a widely used technique to rehabilitate deteriorated full-depth asphalt pavements. Across Michigan, as well as other parts of the United States, agencies are faced with choosing an appropriate rehabilitation option to address old concrete pavements or even composite pavement sections, old concrete with a deteriorated asphalt overlay on top. Local agencies in Michigan as well as the Michigan Department of Transportation (DOT) have developed and constructed a separated concrete overlay that involves constructing a 102-mm (4-in.) or less concrete pavement section and a 25-mm (1-in.) asphalt separator on the old pavement or composite pavement sections. This paper outlines several projects constructed in the Detroit metro area including one constructed over 20 years ago and several more recent projects constructed in Wayne County. Details of project scoping, design, and construction are provided as well as recent information on pavement performance. The Michigan DOT will also be constructing a large, separated concrete overlay project in the City of Detroit during summer 2005. This project will consist of over 167,226 m(squared) (200,000 yd(squared)) of 10-mm (4-in.) separated concrete overlay. Details of this project are also discussed.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Asphalt pavements
KW - Composite pavements
KW - Concrete overlays
KW - Concrete pavements
KW - Detroit (Michigan)
KW - Pavement design
KW - Pavement maintenance
KW - Pavement performance
KW - Paving
KW - Rehabilitation (Maintenance)
KW - Separators
KW - Southeast Michigan
KW - Whitetopping
UR - https://trid.trb.org/view/758368
ER -
TY - CONF
AN - 01002594
AU - Kumara, M Wasantha
AU - Tia, Mang
AU - Wu, Chung-Lung
AU - Choubane, Bouzid
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Analysis of Composite Pavements Under Moving and Static Wheel Loads From a Heavy-Vehicle Simulator
PY - 2005/04
SP - pp 197-216
AB - Six composite pavement test sections were constructed at the Florida Department of Transportation (FDOT) Materials Research Park and tested by a heavy vehicle simulator (HVS). This paper presents the first part of the study, which includes the construction of the test section, development and verification of the analytical model, and initial test results. A three-dimensional (3-D) finite element model was developed and used to analyze the response of the composite pavement test sections, which were tested with a heavy vehicle simulator. Falling-weight deflectometer tests conducted at slab center and joints were successfully used to estimate the pavement parameters that were needed by the 3-D model. The estimated pavement parameters include the elastic moduli of the concrete, asphalt mixture, lime rock base and subgrade materials, and stiffness of the slab joints.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Analysis
KW - Asphalt mixtures
KW - Base course (Pavements)
KW - Composite pavements
KW - Concrete
KW - Dynamic loads
KW - Falling weight deflectometers
KW - Finite element method
KW - Florida
KW - Heavy vehicles
KW - Limestone
KW - Modulus of elasticity
KW - Pavement joints
KW - Pavement performance
KW - Paving
KW - Rocks
KW - Simulation
KW - Slabs
KW - Static loads
KW - Stiffness
KW - Subgrade materials
KW - Three dimensional displays
KW - Wheel loads
UR - https://trid.trb.org/view/758430
ER -
TY - CONF
AN - 01002593
AU - Waalkes, Steven M
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Repair of Ultrathin Whitetopping
PY - 2005/04
SP - pp 323-326
AB - Ultrathin whitetopping (UTW) typically consists of a 51- to 102-mm (2- to 4 in.) concrete overlay on existing asphalt pavement. As UTW pavements age and carry traffic, repair may eventually be required. UTW pavements may also require cuts for access to underground utilities. Since UTW pavements are usually less than 102-mm (4-in.) thick, any repairs made are typically full replacement of the concrete, down to the underlying asphalt. The repair process is much like that of full-depth repair of traditional concrete pavement, except that no load transfer devices (smooth dowel bars) are needed. This presentation synopsis describes the repair of ultrathin whitetopping.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Aging (Materials)
KW - Asphalt pavements
KW - Concrete overlays
KW - Pavement maintenance
KW - Rehabilitation (Maintenance)
KW - Repairing
KW - Thickness
KW - Traffic loads
KW - Ultrathin whitetopping
UR - https://trid.trb.org/view/758497
ER -
TY - CONF
AN - 01002592
AU - Kim, Jiwon
AU - Cho, Yoon-Ho
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Reflective Crack Problem on Whitetopping and Its Repair
PY - 2005/04
SP - pp 176-193
AB - Whitetopping rehabilitation was introduced in Korea in 2001 as a government-funded research project. Test construction was completed to verify the research outcomes, including design process and construction methodology. Since August 2003, four commercial whitetopping projects have been completed. Various ideas, including rapid setting concrete and thickened slab at the end, were tested to advance whitetopping rehabilitation methodology. The performance of whitetopping has been successful, except for one paved strip that has developed a reflective crack that was caused by the old joint between the concrete and asphalt pavement. The reflective crack was repaired with a slab replacement using steel reinforcement and an extra deep-cut joint following the existing crack. This paper discusses the details of reflective crack developments and repair as well as whitetopping projects completed in Korea.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Asphalt pavements
KW - Methodology
KW - Pavement joints
KW - Pavement maintenance
KW - Pavement performance
KW - Paving
KW - Reflective cracking
KW - Rehabilitation (Maintenance)
KW - Reinforcing steel
KW - Repairing
KW - Setting (Concrete)
KW - South Korea
KW - Whitetopping
UR - https://trid.trb.org/view/758372
ER -
TY - CONF
AN - 01002591
AU - Franco, Colin A
AU - Manning, Francis J
AU - Sock, Michael D
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Application of High-Performance Concrete Overlays (Whitetopping) for Safety at Signalized Intersections
PY - 2005/04
SP - pp 114-119
AB - In 2002, the Rhode Island Department of Transportation began a whitetopping demonstration project. The location, in a suburban area, included a downhill, signalized intersection that had severe rutting and shoving of the asphalt pavement. The department's Research and Technology Development section worked with a team from the Design, Construction, Materials, and Maintenance sections to accomplish location selection, planning, design, drafting of contract documents, and construction management of the project. This summary highlights the issues involved with the project and elucidates its problems, issues, and successes. It covers planning, selecting a project site, defining design procedures, developing a materials quality control/quality assurance (QC/QA) plan, and partnering with the concrete construction industry to devise plans, specifications, and contract special provisions--quantities and scheduling. Covered are preliminary operation requirements, such as mix design and placement of a test slab, operation, relevant (QC/QA) data, and monitoring over the last year.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Concrete overlays
KW - Concrete placing
KW - Construction management
KW - Contracting
KW - Demonstration projects
KW - High performance concrete
KW - Highway safety
KW - Mix design
KW - Monitoring
KW - Operations
KW - Pavement design
KW - Paving
KW - Paving materials
KW - Planning
KW - Quality assurance
KW - Quality control
KW - Rhode Island
KW - Rutting
KW - Scheduling
KW - Shoving (Pavements)
KW - Signalized intersections
KW - Specifications
KW - Suburbs
KW - Whitetopping
UR - https://trid.trb.org/view/758369
ER -
TY - CONF
AN - 01002585
AU - Burnham, Thomas R
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Forensic Investigation of Ultrathin Whitetopping Test Sections at the Mn/ROAD Project
PY - 2005/04
SP - pp 262-267
AB - In 1997 three ultrathin whitetopping (UTW) and three thin whitetopping (TWT) pavement test sections were constructed on the mainline portion of the Minnesota Road Research project (Mn/ROAD). These test sections were placed to measure the performance of low-volume type designs under accelerated traffic loading conditions. The sections were also constructed to evaluate the feasibility of the designs for high-volume applications. Ultimately, the goal of the test sections was to provide comprehensive field performance data that, in the future, might be used in the development of a rational design procedure for UTW and TWT. It is concluded that the performance of the UTW test cells at the Mn/ROAD project was directly related to the volume of traffic. The amount and severity of distress was significantly more in the higher volume driver lanes of each test cell.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Accelerated tests
KW - Data collection
KW - Feasibility analysis
KW - Field tests
KW - Forensic science
KW - High volume roads
KW - Low volume roads
KW - Minnesota
KW - Minnesota Road Research Project (MnROAD)
KW - Pavement design
KW - Pavement distress
KW - Pavement performance
KW - Procedures
KW - Thin whitetopping
KW - Traffic lanes
KW - Traffic loads
KW - Traffic volume
KW - Ultrathin whitetopping
UR - https://trid.trb.org/view/758437
ER -
TY - CONF
AN - 01002583
AU - Rasmussen, Robert Otto
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Results from the Concrete Pavement Technology Program Task 3 Project on the Performance and Design of Whitetopping Overlays on Heavily Loaded Pavements
PY - 2005/04
SP - pp 318-320
AB - In 2000, the Innovative Pavement Research Foundation (IPRF) and Federal Highway Administration (FHWA) initiated a project under the Concrete Pavement Technology Program with the goal of developing guidelines for designing, constructing, and rehabilitating whitetopping overlays. The first goal was to summarize available information and document how the industry considers whitetopping overlays among various pavement rehabilitation alternatives. Although whitetopping overlays have been constructed for decades, their recent popularity has stemmed largely from a renewed demand for longer lasting but cost effective solutions for hot-mix asphalt (HMA) pavement rehabilitation. The second goal of the project was to extrapolate beyond this knowledge base and into the state of the art. To accomplish this, a comprehensive design and construction process was developed for whitetopping overlays that provides the industry with a practical and reliable means to further utilize this important overlay type. This presentation synopsis summarizes the key findings from this important effort.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Asphalt pavements
KW - Concrete Pavement Technology Program
KW - Cost effectiveness
KW - Durability
KW - Hot mix asphalt
KW - Overlays (Pavements)
KW - Pavement design
KW - Pavement maintenance
KW - Pavement performance
KW - Paving
KW - Rehabilitation (Maintenance)
KW - Traffic loads
KW - Whitetopping
UR - https://trid.trb.org/view/758447
ER -
TY - CONF
AN - 01002582
AU - Riley, Randell C
AU - Titus-Glover, Leslie
AU - Mallela, Jagannath
AU - Waalkes, Steve
AU - Darter, Michael
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Incorporation of Probabilistic Concepts Into Fatigue Analysis of Ultrathin Whitetopping as Developed for the American Concrete Pavement Association
PY - 2005/04
SP - pp 288-317
AB - Fatigue analysis for the design of ultrathin whitetopping (UTW) pavements as used in the design procedures published by ACPA is based on fatigue models that have been in existence for pavement design for decades. The underlying assumptions in the fatigue models result in an unstated, conservative factor of safety in all UTW designs developed using the procedure. Checking the performance of UTW projects against the design calculations reflects this conservatism. Recent efforts in the revision of the existing fatigue models to incorporate probabilistic concepts are reviewed and approximate comparisons are made with several existing projects constructed in Illinois as a base of reference for the revised models. Possible extension of the models into thicker designs is also discussed.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Analysis
KW - Calculation
KW - Fatigue (Mechanics)
KW - Illinois
KW - Pavement design
KW - Pavement performance
KW - Probabilistic analysis
KW - Thickness
KW - Ultrathin whitetopping
UR - https://trid.trb.org/view/758446
ER -
TY - CONF
AN - 01002581
AU - Rasmussen, Robert Otto
AU - Ruiz, J Mauricio
AU - Sherwood, James A
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Results of a Forensics Evaluation of the Ultrathin Whitetopping Overlays at the FHWA ALF Conducted Under Concrete Pavement Technology Program Task 5
PY - 2005/04
SP - pp 321-322
AB - In 1998 eight test lanes of ultrathin whitetopping (UTW) were constructed over existing hot-mix asphalt (HMA) pavements at the Federal Highway Administration's (FHWA's) Accelerated Loading Facility (ALF) located at the Turner-Fairbank Highway Research Center in McLean, Virginia. Various combinations of thickness, joint spacing, fiber reinforcement, and HMA base-type were used. In this presentation synopsis, the various failure mechanisms at the ALF UTW are identified and summarized.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Accelerated tests
KW - Asphalt pavements
KW - Base course (Pavements)
KW - Concrete Pavement Technology Program
KW - Failure analysis
KW - Fiber reinforced materials
KW - Forensic science
KW - Hot mix asphalt
KW - Loads
KW - Overlays (Pavements)
KW - Pavement joints
KW - Spacing
KW - Thickness
KW - Ultrathin whitetopping
UR - https://trid.trb.org/view/758448
ER -
TY - CONF
AN - 01002577
AU - Vandenbossche, Julie M
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Best Practices for the Design and Repair of Thin and Ultrathin Whitetopping Based on Mn/ROAD Findings
PY - 2005/04
SP - pp 242-261
AB - Thin and ultrathin whitetopping (TWT and UTW) overlays are becoming a more common method of pavement rehabilitation. It is important to gain information on the types of distress that occur in the overlays and effective repair techniques. In 1997, the Minnesota Department of Transportation constructed several TWT and UTW test sections at the Minnesota Road Research (Mn/ROAD) facility and at intersections in US-169 in Elk River, MN. Many different overlay designs were represented at the test sections. This allowed the opportunity to determine which design parameters help to optimize performance and to identify the type of failures that can occur. Different techniques for repairing UTW were also investigated. Various techniques were used to deter reflective cracking. This included the use of various bond-breaking materials and full-depth sawing at strategic locations along the longitudinal joint to prevent cracks from propagating into adjacent panels at misaligned transverse joints. The TWT and UTW test sections have shown that whitetopping is a viable rehabilitation alternative for asphalt pavements. The importance of evaluating the existing pavement before placing the overlay and choosing an optimum panel size was exhibited. It has also been shown that, when necessary, it is easy to repair UTW sections. Various techniques for repairing each type of distress have been summarized.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Best practices
KW - Bonding
KW - Intersections
KW - Materials
KW - Minnesota Road Research Project (MnROAD)
KW - Optimization
KW - Overlays (Pavements)
KW - Pavement design
KW - Pavement distress
KW - Pavement maintenance
KW - Pavement performance
KW - Reflective cracking
KW - Rehabilitation (Maintenance)
KW - Repairing
KW - Thin whitetopping
KW - Ultrathin whitetopping
UR - https://trid.trb.org/view/758435
ER -
TY - CONF
AN - 01002576
AU - Winkelman, Thomas J
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - The Illinois Whitetopping Experience: A Practical Approach
PY - 2005/04
SP - pp 77-105
AB - Between 1998 and 2004, eight experimental whitetopping projects were constructed in Illinois. Four of these projects rehabilitated highway intersections, and the remaining four rehabilitated mainline pavements. The projects included the use of ultrathin whitetopping, thin whitetopping, and bonded concrete overlays. This paper explores the construction and performance of all eight projects. Details of the design, construction methods, construction costs, traffic loadings, and performance are addressed. Detailed traffic counts, visual distress surveys, and soundings of the whitetopping projects were used as performance measures. The performance of the thin whitetopping rehabilitations on the four mainline pavements and the ultrathin whitetopping sections of the intersection rehabilitations has been excellent to date. The performance of the bonded concrete sections of the intersection rehabilitations has been poor.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Bonded concrete overlays
KW - Costs
KW - Highways
KW - Illinois
KW - Intersections
KW - Methodology
KW - Pavement design
KW - Pavement distress
KW - Pavement maintenance
KW - Pavement performance
KW - Paving
KW - Rehabilitation (Maintenance)
KW - Sounding
KW - Surveys
KW - Thin whitetopping
KW - Traffic counts
KW - Traffic loads
KW - Ultrathin whitetopping
KW - Whitetopping
UR - https://trid.trb.org/view/758367
ER -
TY - CONF
AN - 01002333
AU - Allen, Jeffrey K
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Colorado State Highway 83 Parker Road Thin Whitetopping Project
PY - 2005/04
SP - pp 34-37
AB - This presentation synopsis discusses the project background, design and construction, construction phasing and traffic control, and the public information aspect of a thin whitetopping project on Colorado State Highway 83. It also describes the awards that the project received.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Awards
KW - Colorado
KW - Construction phasing
KW - Design
KW - Highway traffic control
KW - Paving
KW - Public information programs
KW - State highways
KW - Thin whitetopping
UR - https://trid.trb.org/view/758339
ER -
TY - CONF
AN - 01002331
AU - Sullivan, Kevin
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Wadsworth Boulevard Whitetopping, Littleton County and the Colorado Department of Transportation
PY - 2005/04
SP - pp 38-41
AB - This presentation synopsis describes a whitetopping project in Littleton County, Colorado. A major concern of the Colorado Department of Transportation, with the amount of traffic the designated road carries, was causing minimal disruption to the traffic flow and traveling public. A project of short duration was needed. The project took 67 calendar days and the contractor earned a bonus for completing it in less than 70 days. The synopsis details project data, incentives earned, awards won by the project, and also lists the team members on the project.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Awards
KW - Contractors
KW - Highway traffic
KW - Incentives
KW - Littleton County (Colorado)
KW - Paving
KW - Project management
KW - State departments of transportation
KW - Time duration
KW - Traffic flow
KW - Travelers
KW - Whitetopping
UR - https://trid.trb.org/view/758342
ER -
TY - CONF
AN - 01002330
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Proceedings of the International Conference on Best Practices for Ultrathin and Thin Whitetoppings, Denver, Colorado, April 12-15, 2005
PY - 2005/04
SP - 356p
AB - These are the proceedings of the International Conference on Best Practices for Ultrathin and Thin Whitetoppings. The conference took place in Denver, Colorado from April 12-15, 2005. The conference program consisted of presentations and discussions on new developments related to the ultrathin and thin whitetopping technologies and lessons learned over the last decade in the use of these technologies. The focus of the conference was implementable design and construction techniques that result in long-lasting ultrathin and thin whitetoppings.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Best practices
KW - Conferences
KW - Design
KW - Durability
KW - Implementation
KW - Lessons learned
KW - Pavement maintenance
KW - Paving
KW - Rehabilitation (Maintenance)
KW - Resurfacing
KW - Technology
KW - Thin whitetopping
KW - Ultrathin whitetopping
KW - Whitetopping
UR - https://trid.trb.org/view/758303
ER -
TY - CONF
AN - 01002328
AU - Lowery, Greg
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Life-Cycle Cost Analysis of Thin Whitetopping
PY - 2005/04
SP - pp 16-33
AB - This report summarizes experiences with thin whitetopping (TWT) in the state of Colorado and provides a model for an economic analysis that justifies selecting TWT for a pavement rehabilitation strategy. Whitetopping is a concrete paving process where new concrete pavement is placed over an existing asphalt pavement. The concrete bonds to the asphalt, resulting in a composite pavement. Properties of both materials are measured or estimated for design. Whereas a typical concrete pavement is placed no thinner than 203 mm (8 in.) in Colorado, TWT is typically place at 152 mm (6 in.) thickness because it derives some support from the asphalt layer. Colorado began experimenting with TWT in 1990. From 1990 to 2003, the Colorado Department of Transportation has placed over 627,095 m(squared) (750,000 yd(squared)) of TWT on 15 different roadways. In 2004, another project with 81,940 m(squared) (98,000 yd(squared)) was placed. This report provides a model for life-cycle cost analysis of the TWT process used in Colorado.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Analysis
KW - Asphalt pavements
KW - Bonding
KW - Colorado
KW - Composite pavements
KW - Concrete pavements
KW - Economic analysis
KW - Life cycle costing
KW - Pavement layers
KW - Pavement maintenance
KW - Paving
KW - Rehabilitation (Maintenance)
KW - Thickness
KW - Thin whitetopping
UR - https://trid.trb.org/view/758337
ER -
TY - CONF
AN - 01002327
AU - Armaghani, Jamshid
AU - Schmitt, Roger
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Performance of Florida's First Whitetopping Project
PY - 2005/04
SP - pp 71-76
AB - In 1988, the Florida Department of Transportation constructed the first whitetopping project on US-1, south of Daytona Beach. This was an experimental project constructed on milled asphalt pavement on the southbound side of the four-lane, divided US-1. The 3.1 km (1.9 mi) whitetopping project was designed to evaluate the performance of various thicknesses, joint spacings, doweled and undoweled joints, and standard and special dowel patterns. This summary discusses the design, construction, and overall condition of the project. The primary issues addressed are the performance of the 152-mm (6-in.) whitetopping section relative to the 178-mm (7-in.) and 203-mm (8-in.) sections, the performance of special dowels compared to standard dowels and doweled joints versus undoweled joints, the condition of the bond between the concrete overlay and the asphalt surface, and lessons learned.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Asphalt pavements
KW - Bonding
KW - Concrete overlays
KW - Dowels (Fasteners)
KW - Florida
KW - Lessons learned
KW - Patterns
KW - Pavement design
KW - Pavement joints
KW - Pavement performance
KW - Paving
KW - Spacing
KW - Surface course (Pavements)
KW - Thickness
KW - Whitetopping
UR - https://trid.trb.org/view/758347
ER -
TY - CONF
AN - 01002323
AU - Cable, James K
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Ultrathin Overlays: Standing the Test of Time
PY - 2005/04
SP - pp 45-58
AB - In 1994, the Iowa Department of Transportation, in conjunction with the Federal Highway Administration, constructed an 11.6-km (7.2 mi) segment of ultrathin overlay on a section of portland cement concrete pavement in central Iowa. The project included variations in base preparation, slab depth and size, use of fibers, and consideration for joint sealing. The project was developed for 5 years of research monitoring, at the end of which the department decided to extend the evaluation for 5 years and to investigate the potential for repair methods of damaged panels. The project has survived the 10-year research window, and continues to perform well. The attributes that make this a good design are included in the paper for others to apply in the consideration of ultrathin surface restoration projects.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Base course (Pavements)
KW - Concrete pavements
KW - Depth
KW - Fibers
KW - Iowa
KW - Joint sealing
KW - Monitoring
KW - Overlays (Pavements)
KW - Pavement design
KW - Pavement maintenance
KW - Paving
KW - Portland cement concrete
KW - Rehabilitation (Maintenance)
KW - Repairing
KW - Research
KW - Size
KW - Slabs
KW - Surface course (Pavements)
KW - Time
KW - Ultrathin whitetopping
UR - https://trid.trb.org/view/758344
ER -
TY - CONF
AN - 01002317
AU - Ardani, Ahmad
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Whitetopping Experiments in Colorado
PY - 2005/04
SP - pp 13-15
AB - This presentation synopsis describes the history, research, and research product of an experiment in Colorado with whitetopping technology. Two different procedures were developed to calculate thickness. One of the most important findings of the study was that whitetopping pavements behave as partially bonded systems and should be designed accordingly.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Bonding
KW - Colorado
KW - History
KW - Pavement maintenance
KW - Pavements
KW - Procedures
KW - Products
KW - Rehabilitation (Maintenance)
KW - Research
KW - Technology
KW - Thickness
KW - Whitetopping
UR - https://trid.trb.org/view/758336
ER -
TY - CONF
AN - 01002316
AU - Akers, David J
AU - Warren, Rich
AU - American Concrete Pavement Association
AU - Federal Highway Administration
AU - Colorado Department of Transportation
TI - Ultrathin Whitetopping in California and Nevada: A 13-Year Performance Perspective of Performance Based on Joint Spacing, Thickness, and Traffic Loading
PY - 2005/04
SP - pp 59-70
AB - Since the first California ultrathin whitetopping (UTW) was constructed at a mortuary, UTW has proven not to be a dead concept but a steadily growing process providing low-maintenance pavements for streets, bus pads, intersections, and parking lots. A Pavement Condition Index (PCI) survey of 18 projects using the Micropaver protocol yielded ratings of excellent to very good for 2- to 13-year old pavements located from coastal southern California to Reno, Nevada. A constant in considering UTW for pavement rehabilitation has been the cost of saw-cutting joints at the close spacings recommended by the American Concrete Pavement Association (ACPA). Based on the finding that 90% of projects constructed with joint spacings larger than those recommended by ACPA have PCIs > 85 (excellent), UTW subjected to car-only traffic can have larger spacings.
U1 - International Conference on Best Practices for Ultrathin and Thin WhitetoppingsFederal Highway AdministrationAmerican Concrete Pavement AssociationColorado Department of TransportationTransportation Research BoardInternational Society for Concrete PavementsDenver,Colorado,United States StartDate:20050412 EndDate:20050415 Sponsors:Federal Highway Administration, American Concrete Pavement Association, Colorado Department of Transportation, Transportation Research Board, International Society for Concrete Pavements
KW - Automobile only traffic
KW - California
KW - Costs
KW - Nevada
KW - Pavement condition index
KW - Pavement joints
KW - Pavement maintenance
KW - Pavement performance
KW - Rehabilitation (Maintenance)
KW - Spacing
KW - Surveys
KW - Thickness
KW - Traffic loads
KW - Ultrathin whitetopping
UR - https://trid.trb.org/view/758346
ER -
TY - RPRT
AN - 01002007
AU - Tia, Mang
AU - Liu, Yanjun
AU - Brown, Danny
AU - University of Florida, Gainesville
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - Modulus of Elasticity, Creep and Shrinkage of Concrete
PY - 2005/04//Final Report
SP - 181p
AB - At present, the modulus of elasticity, creep and shrinkage properties of concrete that are used in structural design in Florida are based on the arbitrary available literature or based on the limited research of the locally available material. There is a great need for a comprehensive testing and evaluation of locally available concrete mixes to determine these mechanical and physical properties of Florida normal-weight as well as lightweight concretes, so that correct values for these properties can be used in structural designs. The main objectives of this study are (1) to design, evaluate and construct creep test apparatuses that are suitable and effective for performing creep tests on Florida concretes, and (2) to evaluate the compressive strength, indirect tensile strength, elastic modulus, drying shrinkage and creep characteristics of typical Florida Class II, IV, V and VI concrete mixes made with normal-weight and lightweight aggregates. A creep test apparatus was designed, and twelve creep test apparatuses were constructed and set up in the laboratory for use in performing the creep tests in this study. The creep test apparatus was evaluated to be working satisfactorily. An effective procedure for the creep test using this apparatus was developed and documented. This study has generated valuable data and determined general trends on the compressive strength, splitting tensile strength, elastic modulus, drying shrinkage strains and creep coefficient of typical Florida structural concretes made with normal weight and lightweight aggregates.
KW - Compressive strength
KW - Concrete
KW - Creep
KW - Creep tests
KW - Florida
KW - Lightweight concrete
KW - Modulus of elasticity
KW - Shrinkage
KW - Tensile strength
KW - Testing equipment
UR - https://trid.trb.org/view/757596
ER -
TY - RPRT
AN - 01001592
AU - Federal Highway Administration
TI - Laboratory Assessment Process: Handbook for Expert/Peer Reviews at the Turner-Fairbank Highway Research Center, Version 2.1
PY - 2005/04
SP - 41p
AB - The purpose of this handbook is to provide guidance for participants in the Turner-Fairbank Highway Research Center (TFHRC) Laboratory Assessment Process. The primary audience for the handbook is members of the panels serving to review a laboratory. The handbook acquaints panel members with the process and expectations associated with their involvement in the review. The handbook is also a useful source of information about the reviews for laboratory managers and staff as well as the customers and stakeholders of the laboratories being reviewed.
KW - Evaluation and assessment
KW - Expert/peer reviews
KW - Guidelines
KW - Handbooks
KW - Laboratories
UR - http://www.fhwa.dot.gov/publications/research/general/05033/05033.pdf
UR - https://trid.trb.org/view/757512
ER -
TY - RPRT
AN - 01001584
AU - Kanitpong, Kunnawee
AU - Bahia, Hussain U
AU - Russell, Jeffrey S
AU - Schmitt, Robert L
AU - Crovetti, James A
AU - University of Wisconsin, Madison
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - Effect of Pavement Thickness on Superpave Mix Permeability and Density
PY - 2005/04//Final Report
SP - 157p
AB - This research study was conducted to determine the influence of maximum aggregate size, lift thickness, and aggregate source on the density and permeability of asphalt mixtures designed according to the Superpave criteria. The project included results of 16 mixes used on 9 field projects in which critical variables affecting the density and permeability of hot mix asphalt (HMA) were varied. The in-place density and field permeability were measured using the nuclear gauge and the NCAT field permeability device, respectively. Field cores were taken from completed field pavements for measuring permeability in the laboratory by using the ASTM D5084 method. In addition laboratory compaction was used to prepare and test samples in the laboratory from loose mixtures recovered from the field. The results from field study indicate that density and permeability of Superpave mixes are affected by project-specific variables including gradation, base type, source, and Ndesign level. For fine-graded mixes the t/NMAS ratio showed a lower density particularly below a ratio of 2 for gravel-source mixes and a ratio of 3 for limestone-source mixes. No clear relationship was found, however, between t/NMAS ratios and permeability for fine-graded mixes. For coarse-graded mixes no specific trends for effect on density were found but there were effects on permeability. Low t/NMAS ratios for limestone-source were found to increase permeability, but no trend could be found for the gravel-source mix. It was also found that there is a correlation between aggregate gradation and permeability. As the ratio of (%P1/2-%P3/8)/(%PNo.4-%PNo.8) increases, the permeability decreases, and as the gaps between the coarse aggregates (%P1/2" and %P3/8") and/or the fine aggregates (%P4 and %P8) increase, the permeability increases. This trend could be used in the mix design process to limit permeability by either reducing the difference between the coarse sieves, fine sieves, or both. In the laboratory study, two compaction procedures, called Method A and Method B, were used to produce specimens using the Superpave Gyratory Compactor (SGC). The result indicates that Method B, which is based on using Ndesign gyrations for different sample sizes, can be used to produce samples that give permeability values similar to values measured for field cores. The results indicate a good relationship between field permeability (using the NCAT device) and lab permeability measured on field cores of fine-graded mixes with amount of passing No. 8 sieve (P8) higher than 45%. However, the relationship between field permeability and lab permeability measured on field cores of coarse-graded mix (P8 lower than 40%) is very poor. It is therefore concluded that the NCAT permeability device could possibly be used in the field for fine-graded mix (with P8 higher than 45%) to measure a permeability index that is related to the true permeability of field cores as measured by the ASTM D5084. However, to measure the field permeability of coarse-graded mix (P8 lower than 40%), an approach to prevent water leakage along the sealant due to rough pavement surface should be established. For coarse graded mixtures, there appears to be no alternative better than taking field cores and testing them in the lab. For estimating permeability during mixture design, a method for preparing and testing permeability of SGC specimens and interpolating based on expected field density is introduced. The results represent a good estimate of the expected in-place field permeability. The recommendations from this study included no changes in the selection of minimum pavement thickness and t/NMAS ratios in the specifications. However, this recommendation does not ensure achieving density nor limit permeability. It is also recommended that for the permeability and density criteria for Superpave mix designs, the target permeability and density values should be developed from in-service pavements with recorded performance histories. For further study, the warranty projects with proven record of performance can be used to define target density and permeability criteria for HMA pavement in Wisconsin.
KW - Aggregate gradation
KW - Aggregate sources
KW - Asphalt mixtures
KW - Asphalt pavements
KW - Coarse aggregates
KW - Cores (Specimens)
KW - Density
KW - Field density
KW - Field tests
KW - Fine aggregates
KW - Gravel
KW - Gyratory testing machines
KW - Hot mix asphalt
KW - Laboratory tests
KW - Lift thickness
KW - Limestone aggregates
KW - Mix design
KW - Nominal maximum aggregate size
KW - Permeability
KW - Recommendations
KW - Superpave
KW - Thickness
UR - http://minds.wisconsin.edu/bitstream/handle/1793/53881/02-14c%2520Final%2520Report%2520and%2520Cover.pdf
UR - http://wisdotresearch.wi.gov/wp-content/uploads/02-14cpermeability.pdf
UR - https://trid.trb.org/view/757403
ER -
TY - RPRT
AN - 01001575
AU - Turner, John P
AU - Sackett, Eric A
AU - University of Wyoming, Laramie
AU - Wyoming Department of Transportation
AU - Federal Highway Administration
TI - Analysis of Anchor Load Tests for Stabilization of the Flying V Landslide
PY - 2005/04//Final Report
SP - 68p
AB - Pre-design field load tests on ground anchors installed at an active landslide site are analyzed to provide information on anchor behavior. A total of six load tests were conducted with bond zones in three different geomaterials. Test results are analyzed to determine bond capacity, load-deformation response, and constructability. These parameters are then applied to the design of a full-scale anchored slope stabilization system for the Flying V landslide. Both limit equilibrium and finite element analyses of the anchored system were conducted. It is shown that the combination of pre-design load testing and finite element analysis can be used to investigate anchored slope behavior and design parameters more realistically than conventional limit equilibrium analyses, providing the opportunity to design more efficient and cost-effective stabilization systems.
KW - Anchorages
KW - Finite element method
KW - Geomaterials
KW - Geotechnical engineering
KW - Landslides
KW - Limit equilibrium analysis
KW - Load tests
KW - Slope stability
KW - Wyoming
UR - https://trid.trb.org/view/757427
ER -
TY - RPRT
AN - 01001571
AU - Muhunthan, Balasingam
AU - Shu, Shanzhi
AU - Sasiharan, Navaratnarah
AU - Hattamleh, Omar A
AU - Badger, Thomas C
AU - Lowell, Steve M
AU - Duffy, John D
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Design Guidelines for Wire Mesh/Cable Net Slope Protection
PY - 2005/04//Final Design Guidelines
SP - 60p
AB - Since the 1950s, heavy gage wire mesh has been used along North American highways to control rockfall on actively eroding slopes. More robust fabrics, such as cable nets, have more recently been introduced to improve the capacity of these rockfall protection systems. To date, however, the design of these systems has been based primarily on empirical methods, engineering judgment, and experience. These design guidelines are based on research that characterized existing performance, tested critical system components, back-analyzed system failures, evaluated typical loading conditions, and developed analytical models to refine the engineering design of these systems. The guidelines were developed to support the design of these systems for a variety of loading conditions. Specifically, they provide design guidance on site suitability, characterizing external loads, fabric selection, anchorage requirements, and system detailing.
KW - Anchorages
KW - Cable netting
KW - Design
KW - Guidelines
KW - Hazard mitigation
KW - Rockfalls
KW - Slopes
KW - Wire mesh
UR - http://www.wsdot.wa.gov/research/reports/fullreports/612.2.pdf
UR - https://trid.trb.org/view/757358
ER -
TY - RPRT
AN - 01001567
AU - Cook, Ronald A
AU - Bloomquist, David
AU - Sanek, Jonathan E
AU - University of Florida, Gainesville
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - Field Verification of Camber Estimates for Prestressed Concrete Bridge Girders
PY - 2005/04//Final Report
SP - 129p
AB - Prestressed concrete girders are used on many of Florida's bridges. These girders are subject to camber, the upward deflection of the girder due to the eccentricity of the prestressing force. Differences have been found between camber predicted by the design program employed by the Florida Department of Transportation (FDOT) and the measured field camber for prestressed "Bulb-Tee" girders. These differences can cause changes and delays during construction because of corrections to build-up and/or bearings of the bridge superstructure. The focus of this investigation was to obtain field measurements of camber on large prestressed girders over an extended period of time. This information was used to evaluate the current camber prediction model used by the FDOT. Specifically, the types of girders monitored for this project were 1) the 78-in. Florida Bulb-Tee girder, 2) the AASHTO Type IV girder, and 3) the AASHTO Type V girder.
KW - Curvature
KW - Field studies
KW - Florida
KW - Girders
KW - Mathematical prediction
KW - Measurement
KW - Prestressed concrete
UR - http://www.fdot.gov/research/Completed_Proj/Summary_STR/FDOT_BD545_07_rpt.pdf
UR - https://trid.trb.org/view/757468
ER -
TY - RPRT
AN - 01001562
AU - Moudon, Anne Vernez
AU - Rousseau, Gwen
AU - Sohn, D W
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Travel Indicators and Trends in Washington State
PY - 2005/04//Final Research Report
SP - 69p
AB - This review of travel indicators in Washington state aims to understand similarities and differences between the state and the nation and to detect changes or special conditions that need to be considered in the future. The work is intended to support general transportation policies and future state-level transportation plans. None of the travel indicators reviewed strongly suggests that travel conditions in the state stand out in the national context. Two factors are prime in their association with travel demand: household income and development density. Stagnant income explains why the demand for car travel has slowed over the recent past, yet future demand for car travel may increase if the economy improves. On the other hand, demand could remain stable if development density continues to increase. Residential and population densities are positively associated with demand for modes other than single-occupancy vehicle (SOV) travel. Living in more compact residential areas and in alternative housing types, and renting versus owning a home, also relate to lower demand for SOV travel. Even at the aggregate level of national data, the Puget Sound region's transportation context differs from that of rural or other urbanized regions in the state. State policies need to recognize at least three different markets for transportation, which are found in rural, small town, and metropolitan areas. Overall, Washington State needs to stay tuned to national projections about the likely impacts on travel demand and transportation of general economic trends, the slow down in household formation, growth in car ownership among new immigrants, an aging population with changing driving patterns, and population growth in densely populated areas--where transportation systems investments and land-use policies can affect future travel behavior.
KW - Development density
KW - Income
KW - Land use
KW - Metropolitan areas
KW - Puget Sound Region
KW - Rural areas
KW - Small towns
KW - Sociodemographics
KW - Transportation planning
KW - Transportation policy
KW - Travel demand
KW - Travel indicators
KW - Travel trends
KW - Washington (State)
UR - http://www.wsdot.wa.gov/research/reports/fullreports/615.1.pdf
UR - https://trid.trb.org/view/757377
ER -
TY - RPRT
AN - 01001461
AU - Council, Forrest M
AU - Persaud, Bhagwant N
AU - Eccles, Kimberly A
AU - Lyon, Craig
AU - Griffith, Michael S
AU - Battelle Memorial Institute
AU - Federal Highway Administration
TI - Safety Evaluation of Red-Light Cameras
PY - 2005/04//Final Report
SP - 95p
AB - The objective of this final study was to determine the effectiveness of red-light-camera (RLC) systems in reducing crashes. The study used empirical Bayes before-and-after research using data from seven jurisdictions across the United States at 132 treatment sites. The purpose of the study was to estimate the crash and associated economic effects of RLC systems and specially derived rear end and right-angle unit crash costs for various severity levels. Crash effects detected were consistent in direction with those found in many previous studies: decreased right-angle crashes and increased rear end ones. The economic analysis examined the extent to which the increase in rear end crashes negates the benefits for right-angle crashes. The analysis showed an aggregate crash cost benefit of RLC systems. A disaggregate analysis found that the greatest economic benefits are associated with the highest total entering average annual daily traffic, the largest ratios of right-angle to rear end crashes, and with the presence of protected left turn phases. There were weak indications of a spillover effect that points to a need for a more definitive, perhaps prospective, study of this issue.
KW - Annual average daily traffic
KW - Before and after studies
KW - Benefit cost analysis
KW - Cameras
KW - Costs
KW - Crash severity
KW - Disaggregate analysis
KW - Economic analysis
KW - Economic benefits
KW - Empirical methods
KW - Exclusive phasing
KW - Field studies
KW - Left turns
KW - Rear end crashes
KW - Red light running
KW - Right angle crashes
UR - http://www.fhwa.dot.gov/publications/research/safety/05048/
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14270.htm
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14270_files/14270.pdf
UR - https://trid.trb.org/view/757161
ER -
TY - RPRT
AN - 01001255
AU - Chavez, Eric
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - Hot Bituminous Pavement Gradation Acceptance: Review of QC/QA Data 2000 Through 2003
PY - 2005/04//Final Report
SP - 129p
AB - This report analyzes the Quality Control/Quality Assurance (QC/QA) data for hot bituminous pavements using gradation acceptance awarded in the years 2000 through 2003. Analysis of the overall project performance is accomplished by reviewing the Calculated Pay Factor Composite (CPFC) and Incentive/Disincentive Payments (I/DPs) 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. Continued improvements can be measured in the hot bituminous pavement in the years 2000 through 2003. When evaluating the overall results for the projects, by reviewing the CPFC, there is a 0.006 improvement. Improvements in each of the test elements can also be measured. The mat density element has shown an improvement in quality levels of 2.06% over the four-year time period. Percent asphalt has increased by 2.70% and the gradation element has shown the best improvement measured at 4.15%. The mat density element has the best reported quality levels. Next best quality levels are in the percent asphalt element. The gradation element continues to rank last in quality levels but has seen the best improvement since 2000. Improvements can also be measured when evaluating the mixes by grading. Each of the elements has shown improvements in quality levels when evaluated by grading with the exception for grading S in the mat density element which shows a slight decrease in quality levels over the four-year time period. Overall grading SX has shown better test results as compared to grading S in each year when reviewing the CPFC. The results for the joint density element after one year are about neutral. About the same number of projects are receiving incentive payments as are receiving disincentive payments on this element.
KW - Acceptance tests
KW - Aggregate gradation
KW - Asphalt content
KW - Bituminous pavements
KW - Disincentives
KW - Hot mix asphalt
KW - Incentives
KW - Joint density
KW - Mat density
KW - Pay factor
KW - Payment
KW - Quality assurance
KW - Quality control
UR - http://www.dot.state.co.us/Publications/PDFFiles/QCgradation.pdf
UR - https://trid.trb.org/view/757063
ER -
TY - RPRT
AN - 01001251
AU - Pierce, Phillip C
AU - Brungraber, Robert L
AU - Lichtenstein, Abba
AU - Sabol, Scott
AU - Morrell, J J
AU - Lebow, S T
AU - Phillip C Pierce, P.E.
AU - Federal Highway Administration
TI - Covered Bridge Manual
PY - 2005/04//Final Report
SP - 341p
AB - This manual provides guidance to those involved with all aspects of covered bridges, from initial inspection and evaluation, through the engineering of rehabilitation, to construction issues. Broadly speaking, this manual covers general terminology and historic development of covered bridges. The manual also addresses loads, structural analysis, connections, and design issues. The last five chapters contain discussions of evaluation, maintenance, strengthening, and preservation of existing covered bridges; historic considerations of existing structures; and a state-of-the-art guide on wood preservatives for covered bridges. Historic preservation requirements as they relate to the U.S. Department of Interior standards for these important and unusual structures also are provided. The appendices include an extensive series of case studies. The manual focuses on the nuances of the engineering aspects of covered bridges, including some issues not addressed currently by national bridge specifications. The chapter on timber connections provides a comprehensive discussion of covered bridge joinery and represents an important contribution to covered bridge engineering.
KW - Bridge design
KW - Bridge engineering
KW - Case studies
KW - Construction
KW - Covered bridges
KW - Evaluation
KW - Historic bridges
KW - Historic preservation
KW - History
KW - Inspection
KW - Loads
KW - Maintenance
KW - Manuals
KW - Rehabilitation (Maintenance)
KW - State of the art
KW - Strengthening (Maintenance)
KW - Structural analysis
KW - Structural connection
KW - Wood preservatives
UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/04098/04098.pdf
UR - http://ntl.bts.gov/lib/42000/42200/42244/FHWA-HRT-04-098.pdf
UR - https://trid.trb.org/view/757052
ER -
TY - RPRT
AN - 01001246
AU - Jiang, Y Jane
AU - Darter, Michael I
AU - ERES Consultants, Incorporated
AU - Federal Highway Administration
TI - Structural Factors of Jointed Plain Concrete Pavements: SPS-2--Initial Evaluation and Analysis
PY - 2005/04//Draft Final Report
SP - 203p
AB - The SPS-2 experiment, "Strategic Study of Structural Factors for Jointed Plain Concrete Pavements (JPCP)," is one of the key components of the Long Term Pavement Performance (LTPP) program. The main objective of this experiment is to determine the relative influence and long-term effectiveness of JPCP design features (including slab thickness, portland cement concrete flexural strength, base type and drainage, and slab width) and site conditions (traffic, subgrade type, climate) on performance. This report documents the first comprehensive review and evaluation of the SPS-2 experiment. Thirteen SPS-2 projects have been constructed with one additional site under construction. At each site, there are 12 core sections plus various numbers of supplemental sections. The data availability and completeness for the SPS-2 experiment are good overall. A high percentage of the SPS-2 data are at level E--greater than 82% for all data types, and greater than 99% for many. However, a significant amount of data are still missing, especially traffic, distress and faulting surveys, and key materials testing data. These deficiencies need to be addressed before a comprehensive analysis of the SPS-2 experiment is conducted. Required experimental pavement design factors and site conditions were compared with the actual constructed values. Most SPS-2 sections follow the experiment design for the large majority of the design factors. When comparing designed versus constructed, eight SPS-2 projects can be characterized as good to excellent, four projects are considered poor to fair, and one new SPS-2 project does not yet have enough data in the IMS database to be evaluated. The evaluation has shown that several problems may limit the results that can be obtained from the SPS-2 experiments if not rectified. Specifically, no SPS-2 projects were built on certain subgrade types and in some climates. Some SPS-2 sites had construction deviations, and significant materials data and traffic data are missing from other sites or sections. One site has excessive early cracking that will limit its usefulness. However, even though the SPS-2 sections are relatively young (oldest project is 7.5 years) and a large majority show no or little distress, some interesting and important early trends have already been identified that will be very useful to the design and construction of JPCP. As time and traffic loadings accumulate, much more valuable performance data will be obtained. The Federal Highway Administration is conducting a concerted effort to obtain missing data. Recommendations for future analyses are provided in the last chapter of this report. Valuable information will be obtained from this experiment if these studies are carried out.
KW - Base course (Pavements)
KW - Climate
KW - Concrete pavements
KW - Drainage
KW - Experimental roads
KW - Flexural strength
KW - Long-Term Pavement Performance Program
KW - Missing data
KW - Pavement design
KW - Pavement performance
KW - Portland cement concrete
KW - Slabs
KW - Subgrade (Pavements)
KW - Thickness
KW - Traffic loads
KW - Width
UR - http://ntl.bts.gov/lib/30000/30100/30108/01167.pdf
UR - https://trid.trb.org/view/757005
ER -
TY - RPRT
AN - 01001197
AU - White, David J
AU - Harrington, Dale
AU - Ceylan, Halil
AU - Rupnow, Tyson
AU - Iowa State University, Ames
AU - Iowa Department of Transportation
AU - Federal Highway Administration
TI - Fly Ash Soil Stabilization for Non-Uniform Subgrade Soils, Volume II: Influence of Subgrade Non-Uniformity on PCC Pavement Performance
PY - 2005/04//Final Report
SP - 75p
AB - To provide insight into subgrade non-uniformity and its effects on pavement performance, this study investigated the influence of non-uniform subgrade support on pavement responses (stress and deflection) that affect pavement performance. Several reconstructed portland cement concrete (PCC) pavement projects in Iowa were studied to document and evaluate the influence of subgrade/subbase non-uniformity on pavement performance. In situ field tests were performed at 12 sites to determine the subgrade/subbase engineering properties and develop a database of engineering parameter values for statistical and numerical analysis. Results of stiffness, moisture and density, strength, and soil classification were used to determine the spatial variability of a given property. Natural subgrade soils, fly ash-stabilized subgrade, reclaimed hydrated fly ash subbase, and granular subbase were studied. The influence of the spatial variability of subgrade/subbase on pavement performance was then evaluated by modeling the elastic properties of the pavement and subgrade using the ISLAB2000 finite element analysis program. A major conclusion from this study is that non-uniform subgrade/subbase stiffness increases localized deflections and causes principal stress concentrations in the pavement, which can lead to fatigue cracking and other types of pavement distresses. Field data show that hydrated fly ash, self-cementing fly ash-stabilized subgrade, and granular subbases exhibit lower variability than natural subgrade soils. Pavement life should be increased through the use of more uniform subgrade support. Subgrade/subbase construction in the future should consider uniformity as a key to long-term pavement performance.
KW - Classification
KW - Compressive strength
KW - Concrete pavements
KW - Cracking
KW - Deflection
KW - Density
KW - Elasticity (Mechanics)
KW - Fatigue (Mechanics)
KW - Fly ash
KW - Granular subbases
KW - Iowa
KW - Moisture content
KW - Nonuniform subgrade soils
KW - Pavement performance
KW - Portland cement concrete
KW - Soil stabilization
KW - Soils
KW - Stiffness
KW - Stresses
KW - Subbase (Pavements)
KW - Subgrade (Pavements)
KW - Waste products
UR - http://publications.iowa.gov/id/eprint/20035
UR - http://www.ctre.iastate.edu/reports/tr461_vol1.pdf
UR - http://ntl.bts.gov/lib/55000/55900/55912/IA_TR461VOLUME2.PDF
UR - https://trid.trb.org/view/757016
ER -
TY - RPRT
AN - 01000940
AU - Bhasin, Amit
AU - Button, Joe W
AU - Chowdhury, Arif
AU - Masad, Eyad A
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Analysis of South Texas Aggregates for Use in Hot Mix Asphalt
PY - 2005/04
SP - 76p
AB - The primary locally available aggregates in the South Texas districts for highway construction are siliceous river gravels, which typically exhibit a rounded shape. The warm South Texas climate combined with heavy truck traffic aggravates any rutting problems that may occur due to the use of low angularity aggregates in hot mix asphalt (HMA) paving mixtures. The objective of this study was to determine the effect of aggregate angularity and nominal maximum size of siliceous aggregates on performance of selected HMA surface pavement mixtures. The research approach was guided by the realization that engineers can use the results for mixture design, especially for South Texas districts. Aggregates and mixture designs were obtained from the Corpus Christi, Laredo, and Pharr Districts. The selected aggregates were characterized using image analysis, crushed face count, flat and elongated particles, and Micro-Deval tests. Researchers assessed performance of the HMA based on the simple performance tests and the Hamburg test. Comparison of aggregate properties with mixture performance yielded important information about optimal design of mixtures containing siliceous gravels. These findings do not support the use of finer South Texas gravel mixtures (Type D and 9.5 mm) with more crushed faces in the coarse aggregate to maximize rutting resistance. In fact, the finer mixes most often demonstrated the least rutting resistance in the simple performance tests. A decrease in nominal maximum aggregate size (NMAS) may adversely affect HMA rutting resistance unless it is offset by improved aggregate shape characteristics. Type C and 12.5-mm materials generally demonstrated the optimum rutting performance in the simple performance tests, however, the fine-graded 12.5-mm mixture performed poorly in the Hamburg test. Cracking resistance of the mixes was not significantly affected by the change in NMAS.
KW - Aggregate gradation
KW - Aggregates
KW - Angularity
KW - Asphalt mixtures
KW - Hamburg wheel tests
KW - Hot mix asphalt
KW - Local materials
KW - Mix design
KW - Nominal maximum aggregate size
KW - Performance tests
KW - Rutting
KW - Siliceous river gravel
KW - Texas
UR - https://trid.trb.org/view/756699
ER -
TY - RPRT
AN - 01000450
AU - Duke, John C
AU - Reynolds, William
AU - Virginia Polytechnic Institute and State University, Blacksburg
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - Quality Assurance Testing of a High Performance Steel Bridge in Virginia
PY - 2005/04//Final Contract Report
SP - 40p
AB - One of the original objectives of this study was to recommend appropriate procedures for welding bridge members of high performance steel HPS70W to assure quality welds. The final objective was to determine whether hydrogen-induced microcracking might occur and go undetected using the standard welding and weld inspection processes. Laboratory testing of steel specimens A588 and HPS70W with and without hydrogen charging was conducted. A588 was selected in part due to material availability and because its mechanical properties were reasonably close to under matched weld metals used with HPS70W. Acoustic emission (AE) monitoring was used as the means of detecting plastic zone formation, crack extension, and possible microcracking due to hydrogen embrittlement. Although there is strong evidence to suggest that hydrogen-induced microcracking can occur in weld metal of bridge steels, including HPS70W, AE monitoring did not detect the formation of such damage in this study. The following recommendations are offered: (1) If the costs associated with detecting and repairing delayed, or cold, cracking due to hydrogen embrittlement are considered too high despite infrequent occurrence, every precaution possible should be taken, including preheating the steel, either baking the consumables or using specially packaged consumables, and post heating to drive off excess hydrogen absorbed during welding; and (2) To reduce the added cost associated with the welding procedure precautions for every bridge project, an effort should be undertaken to develop a nondestructive weld inspection procedure that can reliably detect the presence of hydrogen-induced microcracking. The one-time cost of the enhanced AE system developed in this study is approximately $25,000. This system could be incorporated with the Virginia Department of Transportation's current procedures to ensure the quality of welded structural steel bridge elements. Quality assurance of welded steel elements prior to erection it critical. Crack detection and repair in service may cost on the order of hundreds of thousands of dollars, depending upon the severity of the crack and the criticality of the element to the bridge structure.
KW - Acoustic emission tests
KW - Bridges
KW - Cost control
KW - Embrittlement
KW - High performance steel
KW - Hydrogen
KW - Inspection
KW - Laboratory tests
KW - Microcracking
KW - Monitoring
KW - Nondestructive tests
KW - Quality assurance
KW - Recommendations
KW - Welding
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr13.pdf
UR - http://ntl.bts.gov/lib/37000/37200/37232/05-cr13.pdf
UR - https://trid.trb.org/view/756147
ER -
TY - RPRT
AN - 01000466
AU - Sprinkel, Michael M
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - Latex-Modified Concrete Overlay Containing Type K Cement
PY - 2005/04//Final Report
SP - 24p
AB - Hydraulic cement concrete overlays are usually placed on bridges to reduce the infiltration of water and chloride ions and to improve skid resistance, ride quality, and surface appearance. Constructed in accordance with prescription specifications, some overlays have performed well for more than 30 years whereas others have cracked and delaminated before the overlay was opened to traffic. Shrinkage of the concrete is the most common cause of cracking in overlays. The use of Type K (expansive) cement should increase the probability that concrete overlays with minimal cracks will be constructed. This report describes the Virginia Department of Transportation's first experience with the use of Type K cement for the construction of a latex-modified concrete overlay. One lane of the overlay was constructed with traditional Type I/II cement, and the other lane with Type K cement. With the exception of the cement, the requirements for the overlays were the same. The evaluation of the overlays included measurements for slump, temperature, air content, compressive strength, permeability to chloride ion, shrinkage, and bond strength. As expected, the shrinkage of the concrete containing Type K cement was much less than that of the concrete containing Type I/II cement. Other properties were similar. The use of Type K cement is estimated to increase the cost of the concrete approximately 2.6%, or about $1/sq yd for an overlay 1.5 in. thick. This is much less than the cost to seal the shrinkage cracks in an overlay: $10/sq yd. Greater savings can also come from the longer service life of a crack-free overlay. To gain more experience, the Virginia Department of Transportation should construct additional latex-modified concrete overlays using Type K cement.
KW - Bridge decks
KW - Concrete overlays
KW - Cost effectiveness
KW - Cracking
KW - Expansive cement
KW - Latex modified concrete
KW - Service life
KW - Shrinkage
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-r26.pdf
UR - http://ntl.bts.gov/lib/37000/37200/37228/05-r26.pdf
UR - https://trid.trb.org/view/756174
ER -
TY - RPRT
AN - 01000460
AU - Hoppe, Edward J
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - Field Study of Integral Backwall with Elastic Inclusion
PY - 2005/04//Final Report
SP - 36p
AB - Jointless construction is considered an effective design option to reduce bridge maintenance costs and resist seismic loads. Although these attributes make the integral bridge an increasingly popular choice, soil-structure interaction issues unique to this type of design remain unresolved. Of particular concern is the excessive settlement of approach embankments, resulting from the repetitive, thermally induced cyclic movements of the superstructure. In many cases, rectifying this condition can be expensive because the integral bridge approach slab (if provided) cannot be overlaid with pavement. To address this soil-structure interaction problem, the Virginia Department of Transportation conducted a study designed to test the feasibility of using elastic inclusion at the integral backwall. The design was completed in mid-1997, and the bridge was opened to traffic in October 1999. The bridge was constructed with elasticized expanded polystyrene (EPS) attached to the backwall. The structure has been monitored continuously for 5 years. Significantly attenuated lateral earth pressures have been recorded at the backwall, and the settlement of the approach fill has been tolerable. Field data indicate that the elasticized EPS layer has been functioning effectively in allowing the superstructure to interact with the adjoining select backfill material. The use of elasticized EPS in conjunction with a well-compacted granular backfill offers a cost-effective way of minimizing settlements at bridge approaches.
KW - Backfill soils
KW - Backwall
KW - Bridge approaches
KW - Bridge design
KW - Cost effectiveness
KW - Elastic inclusion
KW - Embankments
KW - Field data
KW - Granular materials
KW - Integral bridges
KW - Jointless bridges
KW - Lateral earth pressures
KW - Settlement (Structures)
KW - Soil structure interaction
KW - Styrenes
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-r28.pdf
UR - http://ntl.bts.gov/lib/37000/37200/37230/05-r28.pdf
UR - https://trid.trb.org/view/756179
ER -
TY - RPRT
AN - 01000292
AU - Duffy, John D
AU - Lowell, Steve M
AU - Badger, Thomas C
AU - Hattamleh, Omar A
AU - Sasiharan, Navaratnarah
AU - Shu, Shanzhi
AU - Muhunthan, Balasingam
AU - Washington State University, Pullman
AU - Washington State Department of Transportation
AU - Federal Highway Administration
AU - California Department of Transportation
TI - Analysis and Design of Wire Mesh/Cable Net Slope Protection
PY - 2005/04//Final Research Report
SP - 267p
AB - Since the 1950s, heavy gage wire mesh has been used along North American highways to control rockfall of actively eroding slopes. More robust fabrics, such as cable nets, have more recently been introduced to improve the capacity of these rockfall protection systems. To date, however, the design of these systems has been based primarily on empirical methods, engineering judgment, and experience. This report summarizes research that characterized existing performance, tested critical system components, back-analyzed system failures, evaluated typical loading conditions, and developed analytical models to refine engineering design of these systems. Finally, guidelines were developed to support the design of these systems for a variety of loading conditions. Specifically, the report provides design guidance on site suitability, characterizing external loads, fabric selection, anchorage requirements, and system detailing.
KW - Anchorages
KW - Cable netting
KW - Design
KW - Guidelines
KW - Hazard mitigation
KW - Rockfalls
KW - Slopes
KW - Wire mesh
UR - http://www.dot.ca.gov/research/researchreports/2002-2006/2005/ca05-0222.pdf
UR - http://www.wsdot.wa.gov/research/reports/fullreports/612.1.pdf
UR - https://merritt.cdlib.org/d/ark%3A%2F13030%2Fm5tf4jpd/1/producer%2FCA05-0222.pdf
UR - https://trid.trb.org/view/751268
ER -
TY - RPRT
AN - 01000415
AU - Thomas, Zach
AU - Harrington, Dale
AU - White, David J
AU - Federal Highway Administration
AU - Iowa Department of Transportation
AU - Iowa State University, Ames
TI - Fly Ash Soil Stabilization for Non-Uniform Subgrade Soils, Volume I:
Engineering Properties and Construction Guidelines
PY - 2005/04//Final Report
SP - 171p
AB - Soil treated with self-cementing fly ash is increasingly being used in Iowa to stabilize fine-grained pavement subgrades, but without a complete understanding of the short- and long-term behavior. To develop a broader understanding of fly ash engineering properties, mixtures of five different soil types, ranging from ML to CH, and several different fly ash sources (including hydrated and conditioned fly ashes) were evaluated. Results show that soil compaction characteristics, compressive strength, wet/dry durability, freeze/thaw durability, hydration characteristics, rate of strength gain, and plasticity characteristics are all affected by the addition of fly ash. Specifically, Iowa self-cementing fly ashes are effective at stabilizing fine-grained Iowa soils for earthwork and paving operations; fly ash increases compacted dry density and reduces the optimum moisture content; strength gain in soil-fly ash mixtures depends on cure time and temperature, compaction energy, and compaction delay; sulfur contents can form expansive minerals in soil-fly ash mixtures, which severely reduces the long-term strength and durability; fly ash increases the California bearing ratio of fine-grained soil-fly ash, effectively dries wet soils and provides an initial rapid strength gain; fly ash decreases swell potential of expansive soils; soil-fly ash mixtures cured below freezing temperatures and then soaked in water are highly susceptible to slaking and strength loss; soil stabilized with fly ash exhibits increased freeze-thaw durability; soil strength can be increased with the addition of hydrated fly ash and conditioned fly ash, but at higher rates and not as effectively as self-cementing fly ash. Based on the results of this study, three proposed specifications were developed for the use of self-cementing fly ash, hydrated fly ash, and conditioned fly ash. The specifications describe laboratory evaluation, field placement, moisture conditioning, compaction, quality control testing procedures, and basis of payment.
KW - Compaction
KW - Compressive strength
KW - Conditioned fly ash
KW - Construction
KW - Cure time
KW - Durability
KW - Engineering
KW - Fine grained soils
KW - Fly ash
KW - Freeze thaw durability
KW - Guidelines
KW - Hydration
KW - Iowa
KW - Moisture content
KW - Plasticity
KW - Properties of materials
KW - Rate of strength gain
KW - Self cementing
KW - Soil compaction
KW - Soil stabilization
KW - Soils
KW - Subgrade materials
KW - Sulfur
KW - Swelling soils
KW - Temperature
KW - Wetting and drying tests
UR - http://publications.iowa.gov/id/eprint/20034
UR - http://www.ctre.iastate.edu/reports/tr461_vol1.pdf
UR - http://ntl.bts.gov/lib/55000/55900/55911/IA_TR461VOLUME1.PDF
UR - https://trid.trb.org/view/755950
ER -
TY - RPRT
AN - 00989328
AU - Manfredi, J
AU - Walters, T
AU - Wilke, G
AU - Osborne, L
AU - Hart, R
AU - Incrocci, T
AU - Schmitt, T
AU - Science Applications International Corporation
AU - Federal Highway Administration
TI - ROAD WEATHER INFORMATION SYSTEM ENVIRONMENTAL SENSOR STATION SITING GUIDELINES
PY - 2005/04
SP - 46 p.
AB - A Road Weather Information System (RWIS) consists of the hardware, software, and communications interfaces necessary to collect and transfer road weather observations from or near the roadway to a display device at the user's location. While the original purpose of RWIS was to address winter weather conditions, applications have been developed to detect and monitor a variety of road weather conditions impacting road operations and maintenance. Most RWISs now consist of several meteorological and pavement condition monitoring stations strategically located near highways to help transportation managers make more informed operational decisions. An Environmental Sensor Station (ESS) is considered the "collection" component of an RWIS and consists of the equipment and sensors installed within or along a roadway. This document provides guidelines for siting an RWIS ESS and its associated environmental and pavement sensors. These guidelines are intended to help establish uniformity in siting ESSs and to improve the usefulness of road weather information derived from ESS observations. The document provides siting criteria that satisfy as many road weather monitoring, detection, and prediction requirements as possible. The siting criteria are based on an analysis of published documents on the siting of weather and pavement sensors, and the results of interviews with nearly two dozen road weather experts representing state departments of transportation, equipment suppliers, and consultants. The recommendations encourage uniformity in ESS siting and in the application of the road weather observations. Many of the recommended criteria include a range of values. These values reflect both the complexity of the roadway environment and the need for additional research. The guidelines recommend that siting decisions be made by a team of transportation operations, road maintenance, and weather experts. The siting guidelines contained in this document do not represent standards for agencies or vendors to follow, but rather a set of recommendations to consider.
KW - Equipment
KW - Guidelines
KW - Interviewing
KW - Literature reviews
KW - Location
KW - Recommendations
KW - Road weather information systems
KW - Sensors
KW - Standardization
UR - http://www.ops.fhwa.dot.gov/publications/ess05/index.htm
UR - https://trid.trb.org/view/755095
ER -
TY - RPRT
AN - 00989298
AU - Federal Highway Administration
TI - SAFETY EVALUATION OF RED-LIGHT CAMERAS--EXECUTIVE SUMMARY
PY - 2005/04
SP - 8 p.
AB - The fundamental objective of this research was to determine the effectiveness of red-light-camera (RLC) systems in reducing crashes. The study involved empirical Bayes before-after research using data from seven jurisdictions across the United States to estimate the crash and associated economic effects of RLC systems. The study included 132 treatment sites, and specially derived rear end and right-angle unit crash costs for various severity levels. Crash effects detected were consistent in direction with those found in many previous studies: decreased right-angle crashes and increased rear end ones. The economic analysis examined the extent to which the increase in rear end crashes negates the benefits for decreased right-angle crashes. There was indeed a modest aggregate crash cost benefit of RLC systems. A disaggregate analysis found that the greatest economic benefits are associated with the following factors: the highest total entering average annual daily traffic, the largest ratios of right-angle to rear end crashes, and the presence of protected left-turn phases. There were weak indications of a spillover effect that point to a need for a more definitive, perhaps prospective, study of this issue.
KW - Annual average daily traffic
KW - Before and after studies
KW - Benefit cost analysis
KW - Cameras
KW - Costs
KW - Crash severity
KW - Disaggregate analysis
KW - Economic analysis
KW - Empirical methods
KW - Exclusive phasing
KW - Field studies
KW - Left turns
KW - Rear end crashes
KW - Red light running
KW - Right angle crashes
KW - Traffic crashes
UR - http://www.fhwa.dot.gov/publications/research/safety/05049/
UR - https://trid.trb.org/view/755064
ER -
TY - RPRT
AN - 00989224
AU - Sheth, P N
AU - Montie, D
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - INTEGRATED LIGHT MAINTENANCE AND INSPECTION SYSTEM FOR HIGH-MAST POLES
PY - 2005/04
SP - 51 p.
AB - Virginia highway high-mast light poles must be inspected periodically for structural defects to prevent failures. The visual inspection methods currently used include use of binoculars and telescopes and up-close inspection with bucket trucks. These methods, while simple, do not provide a continuous visual record (e.g., image or video data) of the inspection for archive and referral. Furthermore, they do not provide a thorough inspection near the pole-top--bucket trucks cannot reach this high, and the view angle of ground-based optical equipment does not allow for a clear picture of the pole face. This research project has produced a more thorough, ground-implemented inspection method which combines a video record of the inspection with the potential capacity to perform more detailed inspection methods (e.g., ultrasound or magnetic particle imaging). The built-in ring lowering system for maintenance of the lights, which includes the winch/cable/lighting ring hardware within the pole, is used to mount a video camera support structure that wirelessly transmits data from multiple cameras to a ground-based laptop computer. This laptop computer is used to wirelessly control the camera operation, record video data, and perform calculations to estimate and record crack dimensions and location. Extensive field tests have demonstrated the viability of this research approach. High-resolution video data have been archived of the entire pole surface for poles in southern and northern Virginia. Pole crack dimensions have been approximated by a post-processing software developed by this project. Field test demos and actual inspections have been conducted by Virginia Department of Transportation personnel with the device developed and described in this report. A provisional patent protection for this system has been obtained by the University of Virginia Patent Foundation. It is recommended that the system be further refined and new inspection technologies in addition to the video system capture be incorporated through the continued utilization and development of the functionality of this device. In addition, the concept of integrating the tools for maintenance with the tools for structural inspection is a powerful concept and should be explored for other highway structures as well.
KW - Field tests
KW - High mast lighting
KW - Inspection equipment
KW - Magnetic particle imaging
KW - Maintenance equipment
KW - Poles (Supports)
KW - Technological innovations
KW - Ultrasound measuring devices
KW - Video cameras
KW - Virginia
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr11.pdf
UR - http://ntl.bts.gov/lib/37000/37200/37225/05-cr11.pdf
UR - https://trid.trb.org/view/755000
ER -
TY - ABST
AN - 01566179
TI - Pavement Noise Study
AB - Historically, noise mitigation measures used in the U.S. transportation industry have included use of barriers, walls, and separation (e.g., distance). These methods have been the only acceptable solutions for federally funded projects. Quiet pavements can also be used to mitigate noise but are not currently permitted because the Federal Highway Administration (FHWA) does not view them as a permanent solution. In Arizona, like other states, berms and walls are the primary noise mitigation measures in the urban corridors. In April 2003, ADOT received approval from FHWA to allow the use of pavement surface type as a noise mitigation strategy. This approval allowed the use of Asphalt Rubber Friction Course (ARFC) overlays as a noise mitigation strategy when used on existing and newly constructed concrete pavements. Where this surfacing is used, ADOT receives a four-decibel reduction for the design of walls and berms. This credit equates to a six to eight foot reduction in wall or barrier height. Perhaps a more meaningful analogy is that if just a three-decibel reduction were achieved through the use of a quiet pavement, it would have a noise impact of about half of the actual traffic volume. The FHWA approval was granted with the condition that Arizona be a pilot program, with specific research objectives and requirements. The required research is intended to validate the efficacy of using ARFC as a noise mitigation strategy. Since the FHWA was concerned that a pavement solution is not a permanent solution, they requested a pilot program to study the long-term performance of the ARFC overlay. ADOT committed to a long-range study for up to 10 years, the estimated minimum life cycle of the ARFC pavement. The ADOT Intermodal Transportation Division (ITD) is currently conducting studies of Type 2 (wayside noise measurement) sites. The ITD studies will complement this research which focuses on Type 1 (source noise) and Type 3 (research grade) sites.
KW - Arizona
KW - Barriers (Roads)
KW - Berms
KW - Concrete pavements
KW - Noise control
KW - Pavement performance
KW - Research projects
KW - Traffic volume
UR - https://trid.trb.org/view/1357267
ER -
TY - RPRT
AN - 01001008
AU - Wittwer, Ernie
AU - Adams, Teresa
AU - Gordon, Travis
AU - Gupta, Jiwan
AU - Kawamura, Kazuya
AU - Lindquist, Peter
AU - Vonderembse, Mark
AU - McNeil, Sue
AU - Midwest Regional University Transportation Center
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - Upper Midwest Freight Corridor Study
PY - 2005/03/31/Final Report
SP - 474p
AB - This study was undertaken in order to establish a regional approach to improving freight transportation through the Upper Midwest corridor. Improving freight flows through the region can improve reliability and enhance competitiveness. This study examines several aspects of regional freight transportation including, capacity, performance measures, administrative issues, demand/usage and best practices. The project was funded by six states in the region through their Departments of Transportation, and they have contributed to a pooled fund to finance the majority of the work. These states include Illinois, Indiana, Iowa, Minnesota, Ohio, and Wisconsin. Transportation modes addressed in the report include highways, railroads, water transportation and air transportation.
KW - Administration
KW - Air cargo
KW - Airport capacity
KW - Best practices
KW - Commodity flow
KW - Competition
KW - Freight transportation
KW - Highway capacity
KW - Highways
KW - Illinois
KW - Indiana
KW - Iowa
KW - Minnesota
KW - Ohio
KW - Performance
KW - Pooled funds
KW - Railroad capacity
KW - Railroads
KW - Regional transportation
KW - Reliability
KW - Shipping capacity
KW - State departments of transportation
KW - Transportation corridors
KW - Travel demand
KW - Trucking
KW - Water transportation
KW - Wisconsin
UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A60326808
UR - http://minds.wisconsin.edu/bitstream/handle/1793/6989/finalreport.pdf
UR - http://wisdotresearch.wi.gov/wp-content/uploads/tpf-5078-f.pdf
UR - http://ntl.bts.gov/lib/56000/56100/56122/UMFCS_FINALREPORT_P1.PDF
UR - https://trid.trb.org/view/756711
ER -
TY - ABST
AN - 01463088
TI - Recommended Revisions to the AASHTO Guidelines for Traffic Data Programs
AB - The objective of this research is to develop recommended revisions and enhancements to the AASHTO Guidelines for Traffic Data Programs. It will be necessary for the research to identify and describe the success factors and best practices for establishing and maintaining effective traffic data programs. This will focus on new technologies, applications, methodologies, and requirements to increase the utility of traffic data to meet expanding user needs for high-quality, reliable, and representative information.
KW - American Association of State Highway and Transportation Officials
KW - Information systems
KW - Intelligent transportation systems
KW - National Cooperative Highway Research Program
KW - Research projects
KW - Traffic congestion
KW - Traffic data
KW - Traffic volume
KW - Transportation planning
KW - Travel time
KW - Vehicle classification
KW - Vehicle weight
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=890
UR - https://trid.trb.org/view/1231313
ER -
TY - ABST
AN - 01460718
TI - Effectiveness of Behavioral Highway Safety Countermeasures
AB - This project's objectives are to produce a manual for application of behavioral highway safety countermeasures and to develop a framework and guidance for estimating the costs and benefits of emerging, experimental, untried, or unproven behavioral highway safety countermeasures. The work is organized into two phases. Phase I includes two deliverables to be completed within 6 months of the contract's execution: (1) an interim manual geared to highway safety professionals, for application of behavioral highway safety countermeasures. The manual should include a matrix documenting the effectiveness, costs, and benefits of existing behavioral highway safety countermeasures (to the extent that these are known) and the implementation issues associated with each; and (2) a user-friendly, executive summary/briefing book version of this information, geared to high-level decision makers. Phase II includes three deliverables: (1) a comprehensive behavioral highway safety manual updated and expanded based on findings from the contractor's scientific evaluations of the costs and benefits of behavioral countermeasures that have not been previously investigated and documented, or for which information is inadequate; (2) an executive summary/briefing book, updated as necessary, based on findings from Phase II; and (3) a framework and guidance for estimating the effectiveness, costs, and benefits of emerging, experimental, untried, or unproven behavioral highway safety countermeasures not previously addressed in this project.
KW - Behavior
KW - Benefit cost analysis
KW - Countermeasures
KW - Crash injuries
KW - Decision making
KW - Fatalities
KW - Highway safety
KW - National Cooperative Highway Research Program
KW - Research projects
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=459
UR - https://trid.trb.org/view/1228936
ER -
TY - RPRT
AN - 01109146
AU - Kimley-Horn and Associates, Incorporated
AU - ConSysTecCorp
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - State of Texas ITS Architecture and Deployment Plans Permian Basin Region
PY - 2005/03/24/Executive Summary
SP - 229
AB - The Federal Highway Administration (FHWA) issued a final rule to implement Section 5206(e) of the Transportation Equity Act for the 21st Century (TEA-21) in January of 2001. This final rule requires that Intelligent Transportation System (ITS) projects funded through the Highway Trust Fund conform to the National ITS Architecture and applicable standards. FHWA has further established a deadline of April 2005 for regions to have an ITS architecture in place. To meet these requirements and ensure future federal funding eligibility for ITS, the Texas Department of Transportation (TxDOT) initiated the development of regional ITS architectures and deployment plans throughout the State of Texas. There are several metropolitan areas in the state that already have ITS architectures in place or under development. The focus of the State of Texas Regional ITS Architectures and Deployment Plans program is to develop architectures in those areas outside of the Austin, Houston, Dallas, Fort Worth, and San Antonio Regions. TxDOT expanded upon the ITS architecture requirements outlined in the FHWA Final Rule, and included an ITS deployment plan as part of the regional efforts. The regional ITS architecture provides a framework for ITS systems, services, integration, and interoperability, and the regional ITS deployment plan identifies specific projects and timeframes for ITS implementation to support the vision developed by stakeholders in the architecture. TxDOT’s process for developing the regional ITS architectures and deployment plans followed a consensus-based approach to meeting the requirements in the FHWA Final Rule and supporting guidelines. This process was further tailored to meet the specific multi-agency needs of these regional plans, and was structured around stakeholder input and involvement. The addition of an ITS deployment plan provides a tangible road map for regional ITS deployment and integration.
KW - Federal funding
KW - Final Rule
KW - Highway operations
KW - Highway Trust Fund
KW - Integrated systems
KW - Intelligent transportation systems
KW - ITS deployment
KW - System architecture
KW - Texas
KW - Transportation Equity Act for the 21st Century
KW - Transportation planning
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14172.htm
UR - https://trid.trb.org/view/868640
ER -
TY - RPRT
AN - 00989283
AU - Osborn, P W
AU - Jakovich, G
AU - Nimis, R
AU - Greer, M
AU - Federal Highway Administration
TI - FHWA TUNNEL LEAK ASSESSMENT, BOSTON CENTRAL ARTERY
PY - 2005/03/23
SP - 36 p.
AB - The mission of the Federal Highway Administration Tunnel Leak Assessment Team (A-Team) for the Boston Central Artery Tunnel Project was as follows: 1) Review tunnel construction history with respect to water leakage control efforts; 2) Determine the nature and magnitude of the leakage; 3) Assess the effectiveness of the leakage control methods that have been used to date; 4) Assess the current and proposed methods for controlling leakage; and 5) Submit a report of the A-Team's technical findings and recommendations. The A-Team arrived in Boston on December 19, 2004 and conducted the assessment from December 20-22, 2004. The A-Team reviewed project documentation, conducted a nighttime field tunnel inspection, conducted interviews with those who are currently or have been involved with the project, held a closeout meeting, and prepared a report of their findings. This interim report contains data that were available as of March 23, 2005. In summary, the A-Team believes that the project is appropriately addressing the tunnel leaks. The September 15, 2004 Slurry Wall Breach appears to be isolated to a discrete section of the tunnel and primarily the result of poor quality control during construction. The project has successfully installed an interim repair and is actively designing the permanent fix while completing an investigation of all suspect slurry wall panels. The A-Team found that the project is continuing repair of the chronic low level leaks and is committed to completing all repairs before the project completion date to meet specifications for the tunnel. The A-Team will continue to monitor that work.
KW - Central Artery/Tunnel Project
KW - Construction management
KW - Evaluation and assessment
KW - Leakage
KW - Leakage control
KW - Monitoring
KW - Quality control
KW - Recommendations
KW - Repairing
KW - Slurry wall panels
KW - Tunneling
KW - Tunnels
UR - http://www.fhwa.dot.gov/reports/centralarterytunnel/tlabcainterim.pdf
UR - https://trid.trb.org/view/755059
ER -
TY - ABST
AN - 01460593
TI - Research for AASHTO Standing Committee on Highways. Task 190. Develop Strategy for the Testing and Evaluation of Durable Striping Materials for High Traffic Areas and Mountain Passes
AB - This study will develop a strategy for evaluating and testing materials that provide the best visibility for pavement markings under extreme conditions and provide guidelines on cost, materials selection criteria, specifications, construction and maintenance practices, and performance measures. Work is progressing on schedule; completion is expected by the end of December 2005.
KW - Construction
KW - Durability tests
KW - Evaluation
KW - Maintenance practices
KW - Marking materials
KW - Materials
KW - National Cooperative Highway Research Program
KW - Pavements
KW - Performance evaluations
KW - Research projects
KW - Specifications
KW - Striping materials
KW - Stripping (Pavements)
KW - Testing
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1532
UR - https://trid.trb.org/view/1228810
ER -
TY - ABST
AN - 01460720
TI - GASB 34--Methods for Condition Assessment and Preservation
AB - The objective of this research is to prepare a recommended practices guide that (1) identifies effective methodologies that integrate infrastructure inventory, condition assessments, minimum acceptable condition levels, and funding decisions with GASB 34 reporting requirements and (2) assesses the operational and financial impacts of reporting under GASB 34.
KW - Asset management
KW - Best practices
KW - Capital costs
KW - Expenditures
KW - Financial analysis
KW - Infrastructure
KW - National Cooperative Highway Research Program
KW - Research projects
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=485
UR - https://trid.trb.org/view/1228938
ER -
TY - ABST
AN - 01460629
TI - Evaluation of the NCHRP 1-37A Mechanistic-Empirical Rigid Pavement Design Guide Procedure
AB - This contract will evaluate the NCHRP 1-37A, rigid pavement design procedure based on distress and performance models.
KW - Empirical methods
KW - Pavement design
KW - Pavement performance
KW - Performance evaluations
KW - Research projects
KW - Rigid pavements
UR - https://trid.trb.org/view/1228846
ER -
TY - ABST
AN - 01460837
TI - Research for AASHTO Standing Committee on Highways. Task 176. Update of Exhibits for the AASHTO Green Book
AB - This study will update the pictures and graphics in the AASHTO Policy on Geometric Design of Highways and Streets.
KW - Design
KW - Exhibitions
KW - Geometric design
KW - Green
KW - Highway design
KW - Highways
KW - Manuals
KW - National Cooperative Highway Research Program
KW - Research projects
KW - Streets
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1208
UR - https://trid.trb.org/view/1229055
ER -
TY - ABST
AN - 01462448
TI - Evaluation of the NCHRP 1-37A Rigid Pavement Design Procedure
AB - The contractor will obtain the literature and software necessary to evaluate the NCHRP 1-37A rigid pavement performance models, known as the 2002 Mechanistic-Empirical Pavement Design Guide. The contractor will assure the reasonableness of the performance models for cracks, faults, spalls, punch-outs, and international roughness index (IRI.) Measured IRI will be tested against computed for the given distress measures and pavement attributes. A sensitivity analysis will be conducted by varying all related inputs at once. The software and design procedure will be demonstrated and tested at a State DOT.
KW - Cracking
KW - International Roughness Index
KW - Mechanistic-Empirical Pavement Design Guide
KW - Pavement design
KW - Pavement distress
KW - Pavement performance
KW - Research projects
KW - Rigid pavements
KW - Roughness
KW - Spalls (Pavements)
UR - https://trid.trb.org/view/1230669
ER -
TY - RPRT
AN - 01000067
AU - Weisbrod, Glen
AU - Gupta, Manisha
AU - Economic Development Research Group, Incorporated
AU - Federal Highway Administration
TI - Study of the National Scope and Potential for Improvement of State Economic Development Highway Programs, (Task C, D, E Report), Case Studies and National Summary of State Economic Development Highway Programs
PY - 2005/03/10
SP - v.p.
AB - A growing number of states have initiated "economic development highway programs" - programs that provide funding to improve local or regional access as deemed necessary to attract and grow businesses. This report is the second of a two-part series. The first report, "Overview of State Economic Development Highway Programs," Task A-B Report, provided a definition and classification of the different types of state-funded economic development highway programs and a profile description of each state's highway-related economic development program. This, the second report, follows up with in-depth case studies of four state programs to show how they have evolved over time in response to both external factors (shifting public policy needs) and internal factors (efforts to reorganize or optimize operation of the program). It also discusses the appropriateness of a potential federal role to help support or improve these types of transportation investment programs as seen by state officials in four states. The four case studies - Massachusetts, Oklahoma, Tennessee and Wisconsin - were selected to represent a wide range of geographic, economic and political settings. The findings are notable for both the similarities and differences in programs among the states. Part 1 of this report provides background information. Parts 2-5 present, respectively, the four in-depth case studies. Part 6 provides an estimate of the total magnitude of economic development related funding by state departments of transportation and an assessment of the extent to which there may be a role for the Federal Highway Administration (FHWA) to play in helping guide such programs. Part 7 discusses the extent of need and potential for benefit if FHWA was to develop guidelines on highway economic development as seen by those interviewed.
KW - Case studies
KW - Economic development
KW - Federal government
KW - Financing
KW - Guidelines
KW - Highway programs
KW - Massachusetts
KW - Oklahoma
KW - Public policy
KW - State departments of transportation
KW - States
KW - Tennessee
KW - Wisconsin
UR - http://www.fhwa.dot.gov/planning/econdev/taskcde.htm
UR - https://trid.trb.org/view/751088
ER -
TY - ABST
AN - 01463081
TI - Performance and Maintenance of Permeable Friction Courses
AB - Permeable friction courses (PFC), which include new generation open-graded friction courses, asphalt-rubber friction courses, and porous European mixes (PEM), have gained wide acceptance throughout the southern and western portions of the United States. PFC mixtures are rapidly gaining popularity due to their ability to reduce hydroplaning, splash and spray, and pavement noise, and to improve ride quality and the visibility of pavement markings in wet weather. There are numerous differences between PFC and the first generation open-graded friction courses (OGFC) widely introduced in the 1970s. PFC typically contains at least 20 percent more asphalt binder (by volume) than conventional OGFC. PFC is generally designed to have at least 18 percent air voids, whereas conventional OGFC mixtures typically contained between 10 and 15 percent air voids. The void structure of PFC allows the mix to be more permeable than conventional OGFC and less likely to trap water that could freeze. PFC--unlike conventional OGFC mixes--may contain fibers, polymer modifiers, or asphalt-rubber, alone or in combination. PFC mixtures are typically placed in thicker layers than conventional OGFC (1.0 to 2.0 inches as opposed to 1.0 inch or less). The thicker, more open matrix allows PFC to drain larger volumes of water off the roadway faster than conventional OGFC and keeps the void structure clean through the flushing action of high-speed traffic, therefore reducing the potential for loss of permeability over time. All these differences have contributed to a longer reported performance life for PFC compared with conventional OGFC. Research on PFC indicates that the mixes typically last between 10 to 14 years, significantly longer than the first generation OGFC mixtures, which typically lasted between 5 and 7 years. No widespread performance problems such as raveling have been reported with PFC, but concerns remain whether PFC mixes will experience the same performance problems that plagued the first generation OGFC mixes used in freeze-thaw environments. In these environments, the benefits of PFC have generally been perceived to be outweighed by the associated inconveniences and increased cost of winter maintenance and the possible related formation of glaze ("black ice"). While black ice can form on any pavement under the right environmental conditions, there is anecdotal information that it is likely to form earlier on PFC and last longer than it does on other hot mix asphalt surfaces. These concerns are a likely reason that PFC mixes are used predominately in warmer climates found in the southern and western regions of the United States and are not used widely in areas that experience frequent freeze-thaw cycles. Pavement maintenance issues and snow and ice removal are also often cited as obstacles to further increased use of PFC in colder climates. The objective of this project is to recommend design, construction, and maintenance guidelines that will maximize the advantages and minimize the disadvantages associated with PFC use. In the context of this project, PFC is generally but not exclusively defined as a highly permeable mix containing polymer-modified asphalt or asphalt-rubber, and fibers--alone or in combination.
KW - Asphalt rubber
KW - Asphalt rubber
KW - Black ice
KW - Friction
KW - Hydroplaning
KW - National Cooperative Highway Research Program
KW - Noise
KW - Open graded aggregates
KW - Pavements
KW - Performance evaluations
KW - Research projects
KW - Ride quality
KW - Visibility
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=975
UR - https://trid.trb.org/view/1231306
ER -
TY - ABST
AN - 01463076
TI - Design Guidelines for Durability of Bonded CFRP Repair/Strengthening of Concrete Beams
AB - Concrete beams can be repaired and strengthened with externally bonded carbon fiber reinforced polymer (CFRP) composite sheets or prefabricated CFRP laminates. The short-term behavior of these applications has been studied, and construction specifications for bonded repair were developed under NCHRP Project 10-59A. Nevertheless, research into their long-term performance is incomplete, and durability issues remain unanswered. Proper use of CFRP systems requires knowledge of their durability. The effect of mechanical and environmental loading on bonded CFRP systems may be significant. The development of design guidelines and material selection criteria that consider the effects of mechanical and environmental loads on durability will permit designers to repair or strengthen structures more effectively. The research may identify dominant factors that need to be monitored to evaluate the condition of CFRP applications. The results of this study may also be applicable to evaluation of the durability of existing installations. The objective of this project is to develop design guidelines and material selection criteria that consider the effects of mechanical and environmental loads on the durability of bonded CFRP repair and strengthening of concrete beams.
KW - Beams
KW - Carbon fibers
KW - Durability
KW - National Cooperative Highway Research Program
KW - Polymers
KW - Reinforced concrete
KW - Research projects
KW - Strengthening (Maintenance)
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=362
UR - https://trid.trb.org/view/1231301
ER -
TY - ABST
AN - 01458282
TI - Operational Remote Sensing Solutions for Estimating Total Impervious Surface Areas
AB - This project aims to assist Washington State Department of Transportation (WSDOT) to effectively design and manage operational, maintenance and improvement activities within the context of the many growth management and clean water regulations and ordinances in Washington State. The Urban Ecology Research Lab (UERL) will implement a classification scheme for mapping the percentage of total impervious surfaces due to different types of transportation infrastructure based on current LANDSAT imagery.
KW - Clean Water Act
KW - Growth management
KW - Improvements
KW - Maintenance
KW - Operational impacts
KW - Operational performance
KW - Operational systems
KW - Research projects
KW - Transportation infrastructure
KW - Washington State Department of Transportation
UR - https://trid.trb.org/view/1226493
ER -
TY - RPRT
AN - 01457581
AU - Morre, D James
AU - Purdue University
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - New Combination Treatments for Control of Johnsongrass Along Roadsides
PY - 2005/03//Final Report
SP - 62p
AB - This project was to develop a cost-effective method for chemical eradication of Johnsongrass along Indiana roadsides. Johnsongrass, together with Canada thistle, represents Indiana’s most serious noxious weed invader where the need for control is mandated by law. Combined target-directed laboratory and greenhouse studies identified a new candidate herbicide, Outrider, which when combined with a new additive designated TR-IV gives eradication of Johnsongrass when applied to plants after less than 20 inches (70 cm) of growth or regrowth following mowing. The combination does not harm oversprayed established fescue or bluegrass. Based on limited implementation activities (two years experience), the recommendation is as a spot treatment. A cold-adapted Johnsongrass ecotype has been identified in the Northern-most tier of counties in Indiana which provides a further threat of encroachment of roadside-established Johnsongrass onto adjacent cropland of considerable potential economic consequence.
KW - Herbicides
KW - Maintenance
KW - Roadside flora
KW - Vegetation control
KW - Weed control
KW - Weeds
UR - http://dx.doi.org/10.5703/1288284313277
UR - https://trid.trb.org/view/1218821
ER -
TY - RPRT
AN - 01389776
AU - Lukanen, E O
AU - Stubstad, R N
AU - Clevenson, M L
AU - United States. Federal Highway Administration (FHWA). Office of Infrastructure R&D
TI - Study of LTPP pavement temperature
PY - 2005/03
IS - FHWA-RD-02-071
SP - 36p
KW - Data analysis
KW - Data analysis
KW - Deflectometer
KW - Deflectometers
KW - Modulus
KW - Modulus of deformation
KW - Pavement performance
KW - Pavement performance
KW - Quality management
KW - Stiffness
KW - Stiffness
KW - Temperature
KW - Temperature
KW - Total quality management
UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/reports/02071/
UR - https://trid.trb.org/view/1157542
ER -
TY - RPRT
AN - 01389624
AU - Hajek, J J
AU - Selezneva, O I
AU - Mladenovic, G
AU - Jiang, Y J
AU - United States. Federal Highway Administration (FHWA). Office of Research, Development and Technology
TI - Estimating cumulative traffic loads, vol II; traffic data assessment and axle load projection for the sites with acceptable axle weight data: final report for phase 2
PY - 2005/03
IS - FHWA-RD-03-094
SP - 152p
KW - Axle load
KW - Axle loads
KW - Bituminous pavement
KW - Bituminous pavements
KW - Case studies
KW - Case study
KW - Concrete pavement
KW - Concrete pavements
KW - Data analysis
KW - Data analysis
KW - Forecast
KW - Forecasting
KW - Methodology
KW - Methodology
KW - Pavement design
KW - Pavement design
KW - Pavement performance
KW - Pavement performance
KW - Statistical analysis
KW - Statistical analysis
KW - Traffic load
KW - Traffic loads
UR - http://www.fhwa.dot.gov/pavement/ltpp/03094/
UR - https://trid.trb.org/view/1157390
ER -
TY - RPRT
AN - 01322445
AU - Garlich, Michael J
AU - Thorkildsen, Eric T
AU - Federal Highway Administration
TI - Guidelines for the Installation, Inspection, Maintenance and Repair of Structural Supports for Highway Signs, Luminaires, and Traffic Signals
PY - 2005/03
SP - 146p
AB - This document provides guidance for the installation, inspection, maintenance, and repair of structural supports for highway signs, luminaires and traffic signals. The primary purpose is to provide owners with information that can assist them in managing their inventory, identifying potential problem areas, and ensuring safe and satisfactory performance of these types of ancillary highway structures. The primary reason for compiling this guidance is increasing problems with wind induced vibration, fatigue, and even structural collapse of these support systems. Documented problems with these structures include questionable design and details, poor fabrication practices, and poor installation techniques.
KW - Anchor bolts
KW - Failure
KW - High mast lighting
KW - Inspection
KW - Luminance
KW - Maintenance
KW - Traffic signal supports
KW - Traffic signs
KW - Vibration
KW - Wind
UR - http://www.fhwa.dot.gov/bridge/signinspection.pdf
UR - http://ntl.bts.gov/lib/34000/34800/34816/FHWA-NHI-05-036.pdf
UR - https://trid.trb.org/view/1083961
ER -
TY - RPRT
AN - 01109878
AU - Petersen, David Lee
AU - CNA Consulting Engineers
AU - Minnesota Department of Transportation
AU - Federal Highway Administration
TI - Continuous Compaction Control MnROAD Demonstration
PY - 2005/03//Final Report
SP - 139p
AB - In September 2004, engineers conducted a Continuous Compaction Control (CCC) demonstration at MnROAD, an outdoor pavement test facility. Continuous Compaction Control (CCC), also called Intelligent Compaction (IC), is a new technique in the United States construction market that uses an instrumented compactor to measure soil or asphalt compaction in real time and adjusts compactive effort accordingly to control the level of compaction. This demonstration used the BOMAG Compactor and focused on Young’s soil modulus as the soil parameter of interest. CCC may potentially provide substantial benefits, including improved quality due to more uniform compaction, reduced compaction costs because effort is applied only where necessary, reduced life-cycle cost due to longer pavement life, and a stronger relationship between design and construction. State departments of transportation have expressed interest in exploring this method as a way of meeting quality-assurance requirements within a tight budget environment. In general, this study found CCC to be an effective quality-control mechanism for soil compaction. However, further questions arose as a result of the study and certain variables affected the results and measurements, including moisture content and the use of different measurement tools. Further research is needed to determine the level of uniformity in using CCC and the extent of reliability in achieving target values when using this method.
KW - Continuous compaction control
KW - Cost effectiveness
KW - Demonstration projects
KW - Intelligent compaction
KW - Life cycle costing
KW - Quality assurance
KW - Quality control
KW - Road construction
KW - Soil compaction
UR - http://www.dot.state.mn.us/research/TS/2005/200507.pdf
UR - http://www.lrrb.org/pdf/200507.pdf
UR - https://trid.trb.org/view/869410
ER -
TY - RPRT
AN - 01088748
AU - Chiu, Yi-Chang
AU - Logman, Haitham
AU - Chiu, Mo-Ning
AU - Sunkara, Analsoni
AU - Haas, Carl
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Guidebook for Selecting Cost-Effective Wireless Communication
Technologies for Intelligent Transportation Systems
PY - 2005/03
SP - 108p
AB - The advances of modern communication technologies have changed the way the roadway information is collected. Innovative surveillance systems powered by various communication technologies have been installed to support various transportation operations. The abundance of available communication technologies and multiple available communication system configurations presents overwhelming challenges for traffic engineers in selecting proper communication technologies for users of various traffic operation and ITS applications. The objective of this research is to propose an effective approach to characterize available communication technology choices, and analyze how they can be applied to various traffic operations. Of particular interest is the development of a guidebook to facilitate the decision-making in choosing appropriate communication technology given the operational requirements and decision objectives. Because of the fast-paced developments in communication technologies, a web-based Knowledge Management System that enables on-line learning of applications vs. communication technology choices, as well as continual updates of the technology choice set, has been developed to ensure the continual usability of this research product.
KW - Cost effectiveness
KW - Decision making
KW - Highway operations
KW - Intelligent transportation systems
KW - Knowledge management
KW - Strategic planning
KW - Technology
KW - Wireless communication systems
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4449_P1.pdf
UR - https://trid.trb.org/view/849355
ER -
TY - RPRT
AN - 01045879
AU - Henry, R D
AU - Sabra, Wang and Associates, Incorporated
AU - Federal Highway Administration
TI - Signal Timing on a Shoestring
PY - 2005/03
SP - 54p
AB - The conventional approach to signal timing optimization and field deployment requires current traffic flow data, experience with optimization models, familiarity with the signal controller hardware, and knowledge of field operations including signal timing fine-tuning. Developing new signal timing parameters for efficient traffic flow is a time-consuming and expensive undertaking. This report examines various cost-effective techniques that can be used to generate good signal timing plans that can be employed when there are insufficient financial resources to generate the plans using conventional techniques. The report identifies a general, eight-step process that leads to new signal plans: 1) Identify System Intersections; 2) Collect and Organize Existing Data; 3) Conduct a Site Survey; 4) Obtain Turning Movement Data; 5) Calculate Local Timing Parameters; 6) Identify Signal Groupings; 7) Calculate Coordination Parameters; and 8) Install and Evaluate New Plans. The report examines each of these steps and identifies procedures that can be used to minimize costs in each step. Special emphasis is placed on the costs of turning movement counts. The report develops a “tool box” of procedures and provides examples of how the tool box can be used when there is a moderate signal timing budget, when there is a modest signal timing budget, and when there is a minimum signal timing budget.
KW - Cost effectiveness
KW - Cost minimization
KW - Data collection
KW - Optimization
KW - Procedures
KW - Traffic signal timing
UR - http://ops.fhwa.dot.gov/publications/signal_timing/signaltimingshstrg.pdf
UR - http://www.ops.fhwa.dot.gov/publications/signal_timing/signaltimingshstrg.pdf
UR - https://trid.trb.org/view/805719
ER -
TY - RPRT
AN - 01032984
AU - Allen, Tony M
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Development of the WSDOT Pile Driving Formula and Its Calibration for Load and Resistance Factor Design (LRFD)
PY - 2005/03//Research Report
SP - 57p
AB - Prior to 1997, Washington State Department of Transportation (WSDOT) used the Engineering News Record (ENR) Formula for driving piling to the design capacity. WSDOT sponsored research published in 1988 had shown that the ENR formula was quite inaccurate, and that moving toward the Gates Formula would be a substantial improvement (Fragaszy et al. 1988). Hence, in 1996, an in-house study was initiated to update the driving formula used for pile driving acceptance in the WSDOT Standard Specifications. Recently compiled databases of pile load test results were used as the basis for developing improvements to the Gates Formula to improve pile bearing resistance prediction accuracy. From this empirical analysis, the WSDOT driving formula was derived. Once the WSDOT driving formula had been developed, the empirical data used for its development were also used to establish statistical parameters that could be used in reliability analyses to determine resistance factors for load and resistance factor design (LRFD). The Monte Carlo method was used to perform the reliability analyses. Other methods of pile resistance prediction were also analyzed, and resistance factors were developed for those methods as well. Of the driving formulae evaluated, the WSDOT formula produced the most efficient result, with a resistance factor of 0.55 to 0.60. A resistance factor of 0.55 is recommended. Dynamic measurement during pile driving using the pile driving analyzer (PDA), combined with signal matching analysis (e.g., CAPWAP), produced the most efficient result of all the pile resistance prediction methods, with a resistance factor of 0.70 to 0.80.
KW - Databases
KW - Design capacity
KW - Empirical methods
KW - Load and resistance factor design
KW - Load tests
KW - Monte Carlo method
KW - Pile bearing capacity
KW - Pile driving
KW - Reliability
KW - Washington (State)
UR - http://www.wsdot.wa.gov/research/reports/fullreports/610.1.pdf
UR - https://trid.trb.org/view/788563
ER -
TY - RPRT
AN - 01031659
AU - Lamptey, Geoffrey
AU - Ahmad, Muhammad
AU - Labi, Samuel A
AU - Sinha, Kumares C
AU - Purdue University/Indiana Department of Transportation JHRP
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - Life Cycle Cost Analysis for INDOT Pavement Design Procedures
PY - 2005/03//Final Report
SP - 247p
AB - Given the aging of highway pavements, high traffic levels, and uncertainty of sustained preservation funding, there is a need for balanced decision-making tools such as Life Cycle Cost Analysis (LCCA) to ensure long-term and cost-effective pavement investments. With driving forces such as Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), the National Highway System (NHS) Act of 1995, and the Transportation Equity Act for the 21st Century (TEA-21), LCCA enables evaluation of overall long-term economic efficiency between competing alternative investments and consequently has important applications in pavement design and management. It has been shown in past research that more effective long-term pavement investment could be made at lower cost using LCCA. Current LCCA-based pavement design and preservation practice in Indiana could be further enhanced by due consideration of user costs. Also, the existing Federal Highway Administration (FHWA) LCCA software could be further enhanced for increased versatility, flexibility, and more specific applicability to the needs of Indiana, particularly with regard to treatment cost estimation and development of alternative feasible preservation strategies (rehabilitation and maintenance types and timings). The study documented/developed several sets of alternative pavement design and preservation strategies consistent with existing and foreseen Indiana practice. The preservation strategies were developed using two alternative criteria – trigger values (pavement condition thresholds) and predefined time intervals (based on treatment service lives) and are intended for further study before they can be used for practice. These strategies were developed on the basis of historical pavement management data, existing Indiana Department of Transportation (INDOT) Design Manual standards, and a survey of experts. The study also found that with a few enhancements, FHWA’s current LCCA methodology and software (RealCost) could be adapted for use by INDOT for purposes of decision support for pavement investments and proceeded to make such enhancements. The resulting software product (RealCost-Indiana) is more versatile, flexible and specific to Indiana practice. The enhancements made include a mechanism by which the user can estimate the agency cost of each pavement design or preservation activity on the basis of line items and their unit rates, and a set of menus showing default or user-defined strategies for pavement preservation. Other enhancements made to the software include improved graphics, enhanced reporting of analysis results, and capability to simultaneously carry out analysis for more than two pavement design and preservation alternatives. A User Manual was prepared to facilitate the use of the enhanced software, and a Technical Manual was prepared to provide for the user a theoretical basis for various concepts used in the software. The enhanced LCCA methodology and software are useful for (i) identifying alternative INDOT pavement designs, (ii) identifying or developing alternative strategies for pavement rehabilitation and maintenance for a given pavement design (iii) estimating the life-cycle agency and user costs associated with a given strategy, (iv) comparative evaluation of alternative pavement designs. The enhanced methodology and software are applicable to existing pavements in need of some rehabilitation treatment, and also for planned (new) pavements. Future enhancements to the LCCA methodology and software may include a way to duly penalize parsimonious preservation strategies that are presently not adequately penalized for their resulting inferior pavement condition over the life cycle.
KW - Computer program documentation
KW - Cost effectiveness
KW - Decision making
KW - Economic efficiency
KW - Indiana
KW - Life cycle costing
KW - Pavement design
KW - Pavement maintenance
KW - Pavement management systems
KW - Preservation
KW - Rehabilitation (Maintenance)
KW - Software
UR - http://docs.lib.purdue.edu/jtrp/138/
UR - https://trid.trb.org/view/787514
ER -
TY - RPRT
AN - 01025525
AU - Boile, Maria
AU - Ozbay, Kaan
AU - Rutgers University, Piscataway
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - The Future of Transportation Modeling
PY - 2005/03//Final Report
SP - 124p
AB - The scope of this study is to determine the new trends and approaches in transportation modeling and assist transportation professionals in reviewing features of alternative software packages, evaluating them, and comparing their capabilities. Information for selected packages has been collected through publicly available software information, scientific and industry publications, and direct communication with the developers and/or vendors. A survey has been conducted to obtain the perspective of software package users and determine the strengths and limitations of various widely used packages. A VB-based application which facilitates the comparative evaluation of selected packages has been developed. The application may be used to review the features of any package considered in the analysis, compare several features of any two packages, and determine interconnectivity between alternative packages. The outcome of this work may assist transportation experts in determining which software tools are the most appropriate ones for their particular applications and in selecting the tools that are needed to cover their modeling needs.
KW - Developers
KW - Evaluation
KW - Literature reviews
KW - Software packages
KW - Surveys
KW - Transportation modeling
KW - Transportation planning
KW - Vendors
UR - http://cait.rutgers.edu/files/FHWA-NJ-2005-016.pdf
UR - https://trid.trb.org/view/782538
ER -
TY - RPRT
AN - 01014871
AU - Roque, Reynaldo
AU - Birgisson, Bjorn
AU - Drakos, Christos
AU - Sholar, Greg
AU - University of Florida, Gainesville
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - Guidelines for Use of Modified Binders
PY - 2005/03//Final Report
SP - 102p
AB - The Superpave mix design procedure improved mixture quality; however, it still remains a volumetric design devoid of performance tests. A mixture produced for high traffic volumes (above 10 million ESALs), results in low design asphalt content due to the increased gyrations. The lower binder content, although enhancing the rutting performance, might increase the cracking susceptibility of the mix. Modified asphalts have gotten a lot of attention during the past few years due to the promise of enhanced mixture performance. This study consolidated work done in Florida with polymer-modified asphalts - mainly Ground Tire Rubber (GTR) and Styrene Butadiene Styrene (SBS). Issues with the use of modifiers as well as their relative performance have been examined and summarized. Information reviewed included data from the Heavy Vehicle Simulator (HVS), laboratory experiments--Asphalt Pavement Analyzer (APA), Servopac, and Indirect Tension Test (IDT)--as well as field results. Test results clearly show that SBS-modified mixtures outperform control mixtures in rutting experiments, and laboratory information indicates that the same holds for cracking. The basic benefit of GTR is that it can increase binder content without drain-down; the increased binder content subsequently improves cracking resistance. Use of SBS-modified asphalts appears warranted and cost effective. SBS-modified asphalt is highly recommended for intersections (high volume, slow moving traffic) and open-graded friction courses (OGFC); however, environmental benefit of the use of rubber in pavements cannot be overlooked. A project to investigate a hybrid binder--a combination of SBS polymer with rubber--is already under way.
KW - Asphalt mixtures
KW - Binder content
KW - Cost effectiveness
KW - Cracking
KW - Crumb rubber
KW - Environmental impacts
KW - Field tests
KW - Intersections
KW - Laboratory tests
KW - Literature reviews
KW - Open graded aggregates
KW - Performance
KW - Polymer asphalt
KW - Rutting
KW - Styrene butadiene styrene
UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC354_77_rpt.pdf
UR - https://trid.trb.org/view/768711
ER -
TY - RPRT
AN - 01018661
AU - Bakeer, Reda M
AU - Mattei, Norma Jean
AU - Almalik, Bashar K
AU - Carr, Stacey P
AU - Homes, David
AU - Tulane University
AU - Louisiana Department of Transportation and Development
AU - Louisiana Transportation Research Center
AU - Federal Highway Administration
TI - Evaluation of DOTD Semi-Integral Bridge and Abutment System
PY - 2005/03//Final Report
SP - 150p
AB - The Louisiana Department of Transportation and Development (LADOTD) designed and constructed its first prototype semi-integral abutment bridge in 1989. In this design, large longitudinal movements due to expansion and contraction, creep, shrinkage, and settlement are mitigated with an annular space, or gap, constructed between the backwall and the roadway embankment. This annular space is created using a geosynthetic-reinforced embankment constructed underneath the approach slab on the roadway side. To date, DOTD has constructed six prototype semi-integral bridges. These bridges are located in the north, central, and western parts of the state. All six prototype bridges were replacement projects in areas of the state where soil conditions are relatively good and, therefore, settlement was not a concern. The approach slab in the DOTD prototype design is cast integral with the bridge making it one continuous structure. Construction of a geosynthetic-reinforced embankment would eliminate the lateral pressure transfer to the backwall of the semi-integral bridge. The prototype design addresses the problem of the loss of soil support under the approach slab due to settlement or lateral movement. A gap created between the backwall and the reinforced embankment would eliminate the passive pressure from developing on the backwall due to bridge movement into the backfill. Permitting free backwall movement would also eliminate the potential for abutment rotation. In view of the review of existing records, field inspections, conventional structural and geotechnical analyses, and the finite element parametric study, the researchers concluded that the present DOTD design for semi-integral bridges is structurally sound. Based on the results of a cost/benefit analysis, the researchers concluded that the present design is also cost effective. Therefore, the present design could be continued by DOTD in areas with fair to good subsoil conditions. Future designs should consider the effect of settlement and the potential for deep-seated slope stability at sites with thick, soft cohesive and/or highly compressible subsoils, specifically when the grades require relatively high embankments. At these sites, preload surcharge programs, possibly with wick drains, could be considered. Alternatively, lightweight aggregate or EPS geofoam could be used for the construction of the embankment to minimize detrimental effects of settlements.
KW - Approach slabs
KW - Backwall
KW - Benefit cost analysis
KW - Bridge abutments
KW - Bridge approaches
KW - Bridge design
KW - Contraction
KW - Cost effectiveness
KW - Creep
KW - Embankments
KW - Expansion
KW - Geofoam
KW - Lateral pressure
KW - Lightweight aggregates
KW - Louisiana
KW - Motion
KW - Prototypes
KW - Settlement (Structures)
KW - Shrinkage
KW - Slope stability
KW - Subsoil
KW - Wick drains
UR - http://www.ltrc.lsu.edu/pdf/2005/fr_397.pdf
UR - https://trid.trb.org/view/771652
ER -
TY - RPRT
AN - 01014939
AU - Sherwood, James M
AU - Huitger, Carrie A
AU - U.S. Geological Survey
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - Bankfull Characteristics of Ohio Streams and Their Relation to Peak Streamflows
PY - 2005/03//Final Report
SP - 38p
AB - Regional curves, simple-regression equations, and multiple-regression equations were developed to estimate bankfull width, mean bankfull depth, bankfull cross-sectional area, and bankfull discharge of rural, unregulated streams in Ohio. The methods are based on geomorphic, basin, and flood-frequency data collected at 50 study sites located on unregulated natural alluvial streams in Ohio, of which 40 sites are located near streamflow-gaging stations. The regional curves and simple-regression equations relate the bankfull characteristics to drainage area. The multiple-regression equations relate the bankfull characteristics to drainage area, main-channel slope, main-channel elevation index, median bed-material particle size, bankfull cross-sectional area, and local-channel slope. Average standard errors of prediction for bankfull width equations range from 20.6 to 24.8 percent, mean bankfull depth equations range from 18.8 to 20.6 percent, bankfull cross-sectional area equations range from 25.4 to 30.6 percent, and bankfull discharge equations range from 27.0 to 78.7 percent. Field surveys were conducted at each of the 50 study sites to collect the geomorphic data. Bankfull indicators were identified and evaluated, cross-section and longitudinal profiles were surveyed, and bed- and bank-material were sampled. Field data were analyzed to determine various geomorphic characteristics, such as bankfull width, mean bankfull depth, bankfull cross-sectional area, bankfull discharge, streambed slope, and bed- and bank-particle size distribution. Various geomorphic characteristics were analyzed using a combination of graphical and statistical techniques. Simple-regression equations were developed to estimate 2-, 5-, 10-, 25-, 50-, and 100-year flood-peak discharges of rural, unregulated streams in Ohio from bankfull cross-sectional area. The average standard errors of prediction are 31.6, 32.6, 35.9, 41.5, 46.2, and 51.2 percent, respectively. The logarithms of the annual peak discharges for 40 gaged study sites were fit by a Pearson Type III frequency distribution to develop a flood-peak-frequency relation for each site. The peak-frequency data were related to geomorphic, basin, and climatic variables by multiple-regression analysis. The study and methods developed are intended to improve the understanding of the relations between geomorphic, basin, and flood characteristics of streams in Ohio and to aid in the design of hydraulic structures, such as culverts and bridges, where stability of the stream and structure is an important element of the design criteria.
KW - Bankfull characteristics
KW - Banks (Waterways)
KW - Data collection
KW - Drainage
KW - Field studies
KW - Flood frequency
KW - Flood peak discharge
KW - Floods
KW - Geomorphology
KW - Multiple regression analysis
KW - Ohio
KW - Regional curves
KW - Streamflow
KW - Streams
UR - http://pubs.usgs.gov/sir/2005/5153/pdf/Bankfull_book.pdf
UR - https://trid.trb.org/view/771480
ER -
TY - RPRT
AN - 01011199
AU - Scullion, Tom
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Implementing Ground Penetrating Radar Technology within TxDOT
PY - 2005/03//Implementation Report
SP - 16p
AB - The Texas Department of Transportation (TxDOT) continues to take a lead role in the implementation of Ground Penetration Radar (GPR) technology. With the ultimate goal of statewide implementation, Mr. Carl Bertrand of TxDOT's Construction Division initiated a project with Texas Transportation Institute (TTI) to purchase the necessary hardware to complete TxDOT's GPR fleet and also to document the key steps in both data collection and data processing. With these objectives in mind, implementation project 5-1702 entitled "Training and Equipment for GPR Implementation" was initiated in the fall of 2000. In this project two complete GPR systems were purchased and implemented with TxDOT. Two training CDs were also developed. The first CD covers all of the steps required to collect GPR data in the field. It documents both the hardware assembly and use of TxDOT's data acquisition program RADAR 2K. The second CD covers the steps required to process the GPR signals to provide information of use to pavement engineers. The analysis CD contains several video clips and animations to explain the technology and it provides copies of the analysis programs COLORMAP and RADSEG and raw data from four projects in Texas for the user to process. The user can compare his or her analysis results with those stored on the CD.
KW - CD-ROM
KW - Data collection
KW - Ground penetrating radar
KW - Implementation
KW - Information processing
KW - Texas Department of Transportation
KW - Training
UR - http://tti.tamu.edu/documents/5-1702-01-1.pdf
UR - https://trid.trb.org/view/767651
ER -
TY - RPRT
AN - 01013384
AU - Piette, Randall R
AU - Wisconsin Department of Natural Resources
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - Guidelines For Sampling Freshwater Mussels in Wadable Streams
PY - 2005/03//Final Report
SP - 58p
AB - Highway construction activities, especially bridge projects, can disturb the habitat of mussels and other aquatic life. To preserve these creatures and comply with state and federal regulations, the Wisconsin Department of Transportation (WisDOT) surveys streams for mussels before construction begins. Because of the lack of statewide mussel population data prior to this project, most bridge construction projects required a costly and time-consuming underwater study. Funded as a joint project between WisDOT and the Wisconsin Department of Natural Resources, this study provides a comprehensive baseline inventory of mussels in Wisconsin and a prioritized listing of geographic areas and waterbodies for future mussel survey work. The geographic information system (GIS)-based Wisconsin Mussel Atlas produced in this project will allow WisDOT to quickly locate sites that have previously been inventoried, which may mean a new survey is not required before bridge construction. Eliminating a mussel survey can save considerable time and money. This project also developed standard mussel sampling and reporting protocols for wadable bodies of water. These guidelines will standardize the collection of mussel data, reducing collector bias and sampling error and facilitating statewide comparisons of mussel communities and habitat.
KW - Aquatic life
KW - Data collection
KW - Freshwater mussels
KW - Geographic information systems
KW - Guidelines
KW - Habitat (Ecology)
KW - Inventory
KW - Protocols
KW - Reports
KW - Sampling
KW - Standardization
KW - Streams
KW - Surveys
KW - Wisconsin
UR - http://wisdotresearch.wi.gov/wp-content/uploads/01-09mussels-f1.pdf
UR - https://trid.trb.org/view/767887
ER -
TY - RPRT
AN - 01006613
AU - Miles, Jeffrey David
AU - Carlson, Paul J
AU - Pratt, Michael P
AU - Thompson, Tyrell D
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Traffic Operational Impacts of Transverse, Centerline, and Edgeline Rumble Strips
PY - 2005/03
SP - 212p
AB - This report documents the findings of a 30-month project in which various rumble strip applications were tested. The focus was on the operational aspects of in-lane, transverse rumble strips (TRSs) and centerline rumble strips (CRSs). Operational aspects of edgeline rumble strips (ERSs) were also tested. The researchers reviewed previous studies, interviewed state agencies with significant rumble strip experience, and reviewed available policies. Based on these efforts and input by the Texas Department of Transportation (TxDOT), the researchers then developed initial application guidelines for rumble strips in Texas. The TRSs were evaluated at stop-controlled intersections and horizontal curve locations throughout the state. Passing operations and vehicle lateral position were evaluated as a function of milled and raised CRSs at sites throughout the state. Shoulder usage was evaluated as a function of milled ERSs. Researchers used the results of the operational studies, TxDOT input, and the synthesis of previous studies and other state policies to develop recommendations for TxDOT for TRSs, CRSs, and ERSs. These recommendations are contained in Appendix C.
KW - Center lines
KW - Edge lines
KW - Guidelines
KW - Highway operations
KW - Horizontal curvature
KW - Impact studies
KW - Intersections
KW - Interviewing
KW - Lateral placement
KW - Literature reviews
KW - Passing
KW - Policy
KW - Recommendations
KW - Rumble strips
KW - Texas
KW - Transverse lines
UR - https://trid.trb.org/view/761989
ER -
TY - RPRT
AN - 01006003
AU - Ralls, Mary Lou
AU - Tang, Ben
AU - Bhide, Shrinivas
AU - Brecto, Barry
AU - Calvert, Eugene
AU - Capers, Harry
AU - Dorgan, Dan
AU - Matsumoto, Eric
AU - Napier, Claude
AU - Nickas, William
AU - Russell, Henry
AU - American Trade Initiatives
AU - Federal Highway Administration
AU - American Association of State Highway and Transportation Officials (AASHTO)
TI - Prefabricated Bridge Elements and Systems in Japan and Europe
PY - 2005/03
SP - 64p
AB - The aging highway bridge infrastructure in the United States must be continuously renewed while accommodating traffic flow, so new bridge systems are needed that allow components to be fabricated offsite and moved into place quickly. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study in Japan and Europe to identify prefabricated bridge elements and systems that minimize traffic disruption, improve work zone safety, and lower life-cycle costs. The U.S. delegation observed 10 technologies that it recommends for possible implementation in the United States. They include movement systems for transporting and installing prefabricated bridge components, such as self-propelled modular transporters. They also include superstructure systems that save time by eliminating the need to place and remove deck formwork. The scanning team also learned about innovative deck and substructure systems that reduce construction time, including the Japanese SPER system of rapid construction of bridge piers. The team's recommendations for U.S. action include seeking demonstration projects on technologies it observed.
KW - Aging (Materials)
KW - American Association of State Highway and Transportation Officials
KW - Bridge decks
KW - Bridge members
KW - Bridge piers
KW - Bridge substructures
KW - Bridge superstructures
KW - Construction
KW - Demonstration projects
KW - Europe
KW - Formwork
KW - Highway bridges
KW - Infrastructure
KW - Innovation
KW - Japan
KW - Life cycle costing
KW - National Cooperative Highway Research Program
KW - Prefabricated bridges
KW - Recommendations
KW - Scanning studies
KW - Self-propelled modular transporters
KW - SPER
KW - Technology
KW - Traffic disruption
KW - U.S. Federal Highway Administration
KW - United States
KW - Work zone safety
UR - http://international.fhwa.dot.gov/prefab_bridges/index.cfm
UR - https://trid.trb.org/view/761517
ER -
TY - RPRT
AN - 01006002
AU - Klopp, Rodney J
AU - Pennsylvania Department of Transportation
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of DuPont Elvaloy RET Asphalt Modifier
PY - 2005/03//Construction Report
SP - 42p
AB - The product is being evaluated in Engineering District 8-0, specifically along SR 0041, Section 003 near Gap, Lancaster County, PA. The Elvaloy modifier was added to a PG 64-22 hot-mixed asphalt. The resulting PG 76-22 rated mixture was placed on SR 0041 in Lancaster County. The control section is a standard styrene block co-polymer modified hot-mixed asphalt (PG 76-22 rated). Job mix formulas are included in Appendix A of this report. The contract was let on March 24, 2004 and awarded to McMinn's Asphalt Company, Inc. of East Petersburg, PA. Construction of the experimental and control sections occurred between October 9 and 12, 2004. All construction was completed using current methods, equipment, and procedures. Construction of the experimental and control sections were completed without incident. Laborers for McMinn's Asphalt Company noted improved workability compared to the control section. The evaluation of DuPont(TM) Elvaloy(R) RET asphalt modifier will be conducted on an annual basis for a period of five (5) years after placement.
KW - Asphalt mixtures
KW - Asphalt pavements
KW - Bituminous mixtures
KW - Copolymers
KW - Elvaloy
KW - Evaluation
KW - Hot mix asphalt
KW - Modifiers (Asphalt)
KW - Paving
KW - Pennsylvania
KW - Workability
UR - https://trid.trb.org/view/761584
ER -
TY - RPRT
AN - 01004370
AU - Shakoor, Abdul
AU - Woodard, Martin J
AU - Kent State University
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - Development of a Rockfall Hazard Rating Matrix
PY - 2005/03//Final Report
SP - 386p
AB - Although Ohio is not considered a "mountainous state", it is well documented that rockfalls are prevalent. Rockfalls pose a considerable risk to traffic safety, create maintenance problems, and exert a strain on limited maintenance funds available to the Ohio Department of Transportation (ODOT). In order to assist ODOT in their prioritization for remediation work, a relative rockfall hazard rating matrix has been developed. One hundred eight sites along Ohio roadways were characterized for their geology, geometry and traffic characteristics. As compared to other states where rating systems have previously been developed, Ohio geology can be characterized as relatively flat lying alternating sequences of durable and nondurable sedimentary rocks. Because of this, the matrix focuses on differential weathering and undercutting present at road cuts. Data were collected for all sites and were statistically analyzed, using univariate, bivariate, and cluster analyses, to determine significant variables that characterize slopes. Statistical analyses indicated that slake durability index (SDI), slope angle, and slope height were the most significant variables in differentiating between sites. A matrix was developed based on the statistical analysis and information gained from previously developed rating systems. Geologic parameters include geologic conditions (SDI and maximum amount of undercutting; discontinuity extent/orientation and joint roughness), potential block size, and hydrologic condition. Geometric parameters were evaluated through a comparison of actual field conditions to prescribed Ritchie catchment ditch design. Traffic parameters included average daily traffic, percent decision site distance, and pavement width. Information about rockfall history was unavailable for this research project, but its importance has been well documented. For this reason, a subjective assessment of rockfall history has been included. The matrix assigns scores on an exponential scale based on relative risk, with higher scores representing more of a hazard. The developed matrix was applied to all sites, and scores ranged from 23 to 157. Based on the final scores, three broad-based categories of hazard were developed to more easily characterize the sites (high>100, moderate 50-100, and low<50). The rating matrix can be used to evaluate other rock slopes in Ohio and neighboring states with similar geology. These relative ratings can aid ODOT in making financial decisions and addressing legal issues of slope safety by examination of slopes using engineering principles.
KW - Data collection
KW - Geology
KW - Hazard rating
KW - Matrices (Mathematics)
KW - Ohio
KW - Rockfalls
KW - Sedimentary rocks
KW - Slake index
KW - Slope angle
KW - Slope height
KW - Statistical analysis
KW - Undercutting
KW - Weathering
UR - http://www.dot.state.oh.us/research/2005/Geotechnical/14782-FR.PDF
UR - https://trid.trb.org/view/760344
ER -
TY - RPRT
AN - 01003778
AU - Zhou, Fujie
AU - Scullion, Tom
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Overlay Tester: A Rapid Performance Related Crack Resistance Test
PY - 2005/03
SP - 86p
AB - The focus of many asphalt mixture design procedures over the past 10 years has led to the development of stiffer, drier mixtures. However, these mixes are more difficult to construct and are potentially more prone to reflective cracking. In this research the upgraded overlay tester is introduced and proposed as a simple performance test on reflective cracking. The overlay tester can be run on standard size samples, typically 6 in. (150 mm) long by 3 in. (75 mm) wide by 1.5 in. (38 mm) high. These specimens can be prepared from either field cores or from Superpave Gyratory Compactor (SGC) molded specimens. The test is rapid and repeatable, and poor samples fail in minutes. It characterizes both crack initiation and crack propagation properties of asphalt mixtures. Based on repeatability study results, three replicates are recommended for the overlay tester. Sensitivity studies indicate that the overlay tester provides reasonable test results. Increasing asphalt content will significantly improve the reflective cracking resistance of asphalt mixtures. In a series of tests on Texas mixtures, it was determined that aggregate absorption has a major impact on the performance of specimens in the overlay tester. This topic has not received much attention recently but it obviously needs to be investigated. In the lab these highly absorptive aggregates did not severely impact the rutting performance but they had a major impact on cracking life. The effectiveness of the overlay tester was validated by five case studies in Texas. The overlay tester results all correlated well with the field performance. Furthermore, the overlay tester results have good correlations with beam fatigue test results and low temperature performance of asphalt mixtures in the field. A preliminary framework of asphalt overlay mixture designs and associated criteria have been proposed. Based on the framework, two examples of asphalt overlay mixture designs are presented in this report. This framework and the associated criteria are preliminary and they will need further refinement. Finally, a brand new overlay tester has been manufactured and delivered to the Texas Department of Transportation's central lab at the Cedar Park office. In addition, training for the operation and analysis has been provided.
KW - Absorption
KW - Aggregates
KW - Asphalt content
KW - Asphalt mixtures
KW - Bituminous overlays
KW - Case studies
KW - Cores (Specimens)
KW - Correlation analysis
KW - Fatigue tests
KW - Field performance
KW - Gyratory compaction
KW - Low temperature
KW - Mix design
KW - Overlays (Pavements)
KW - Performance tests
KW - Reflection cracking
KW - Repeatability
KW - Specimens
KW - Testing equipment
KW - Texas
KW - Validation
UR - https://trid.trb.org/view/760186
ER -
TY - RPRT
AN - 01003766
AU - Agent, Kenneth R
AU - Pigman, Jerry G
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Review of Traffic Provisions of KRS/KAR and Kentucky Drivers Manual
PY - 2005/03//Final Report
SP - 16p
AB - This study included a review of selected sections of KRS and KAR that relate to traffic and safety. Also, the Kentucky Drivers Manual was reviewed. The review involved an evaluation of the applicability and consistency of these documents as well as their agreement with nationally recognized standards and guidelines. Detailed comments were provided to the Kentucky State Police after a thorough review of the Kentucky Drivers Manual. An emphasis was placed on updating portions of the manual where traffic control devices were described, as well as a general update to conform with the Uniform Vehicle Code. Many of these recommended revisions were incorporated into the revised manual. Each section of KRS Chapter 189 and each chapter of KAR Titles 601 and 603 were reviewed. Modifications or questions concerning various aspects of the legislation or regulations were identified for several sections or chapters. Members of the study advisory committee were requested to review and concur with the recommendations. All of the comments were then summarized and presented to the advisory committee for their comments and suggestions. A list of recommended revisions or modifications was prepared and reviewed, and approved by the committee.
KW - Drivers
KW - Kentucky
KW - Manuals
KW - Modernization
KW - Reviews
KW - Revisions
KW - State laws
KW - Traffic regulations
KW - Traffic safety
UR - https://trid.trb.org/view/760201
ER -
TY - RPRT
AN - 01000291
AU - Fenno, David W
AU - Benz, Robert J
AU - Vickich, Michael J
AU - Theiss, LuAnn
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Quantification of Incident and Non-Incident Travel Time Savings for Barrier-Separated High-Occupancy Vehicle (HOV) Lanes in Houston, Texas
PY - 2005/03//Technical Report
SP - 342p
AB - This project examined barrier-separated high-occupancy vehicle (HOV) lane travel time savings during incident conditions in Houston, Texas. Travel time studies, due to cost and manpower, are typically conducted infrequently and under non-incident conditions. Due to the high occurrence of incidents in large urban areas, travel time studies conducted under non-incident conditions underestimate the benefit of HOV lanes. During 2003, only an average of 17% of AM peak and 10% of PM peak periods were found to be incident free in the four HOV corridors studied: I-10 Katy, I-45 North, I-45 Gulf, and US-59 Southwest Freeways. Characteristics of the 9506 incidents reviewed from the incident database are detailed by corridor and direction, cross-section location, severity, number of vehicles, time of day, day of week, month of year, and weather conditions. A total of 341 incidents in these corridors were identified for further analysis and stratified into an incident matrix for each corridor with the extent of lane blockage versus duration of incident. Historical Automatic Vehicle Identification (AVI) data for these incident peak periods were analyzed using a Travel Time Generator software program developed in this project. This software used the AVI data to calculate segment and corridor mainlane and HOV lane travel times for 5-min periods during the AM peak (6:00-9:00 AM) and PM peak (3:30-6:30 PM) periods. Travel time savings during incident conditions were compared to non-incident conditions for the range of incidents in the matrix. The additonal benefit of HOV lane travel time savings during incident conditions over non-incident travel time savings was estimated at 74% combining all corridors and peak periods. An important benefit of HOV lanes is shown in the travel time graphs detailing mainlane and HOV lane travel time comparisons for the range of incidents in the matrices. In comparison to average travel time savings over the entire 3-hr peak period, maximum travel time savings during incident conditions ranged up to 64 min in the AM peak and 49.5 min in the PM peak. An analysis of the entire year of 2003 AVI data (incident and non-incidnet conditions) estimated the benefit of HOV lanes in these four corridors during the combined AM and PM peak periods at approximately $146,000 per day or approximately $38 million per year. The Katy Freeway HOV lane showed the greatest incident and non-incident savings at nearly $80,000 per day or $20.5 million per year.
KW - Automatic vehicle identification
KW - Benefit cost analysis
KW - Data analysis
KW - Freeways
KW - High occupancy vehicle lanes
KW - Houston (Texas)
KW - Peak periods
KW - Savings
KW - Traffic data
KW - Traffic incidents
KW - Travel time
UR - http://tti.tamu.edu/documents/0-4740-1.pdf
UR - https://trid.trb.org/view/751261
ER -
TY - RPRT
AN - 01003775
AU - Hopwood, Theodore
AU - Palle, Sudhir
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Environmental Commitment Follow-Up
PY - 2005/03//Final Report
SP - 56p
AB - Three recently completed road construction projects were investigated to determine Kentucky Transportation Cabinet (KYTC) effectiveness in implementing project commitments (including environmental commitments). Documentation was obtained from KYTC districts in which the projects were constructed and KYTC officials involved with the projects from planning through construction were interviewed. The projects were inspected to audit completion of project commitments. Key stakeholders (officials of local governments, resource agencies, metropolitan planning organizations, interest groups, and adjacent landowners) were interviewed about the projects. They were asked to grade KYTC for implementation of project commitments using a standard report card format. The findings for these investigations are presented. The auditing procedure employed in this study can be used to rate future KYTC projects, identify problems, and suggest solutions.
KW - Auditing
KW - Compliance
KW - Environmental impacts
KW - Interviewing
KW - Kentucky
KW - Project management
KW - Road construction
KW - Stakeholders
UR - http://www.ktc.uky.edu/files/2012/06/KTC_04_30_SPR_210_00_1F.pdf
UR - https://trid.trb.org/view/760160
ER -
TY - RPRT
AN - 01001560
AU - Young, Rhonda
AU - Liesman, Joel
AU - Lucke, David
AU - Schieck, Shane
AU - University of Wyoming, Laramie
AU - Wyoming Department of Transportation
AU - Federal Highway Administration
TI - Wyoming Freight Movement and Wind Vulnerability
PY - 2005/03//Final Report
SP - 142p
AB - The movement of freight in the State of Wyoming is critical to Wyoming's economy as well as the national economy. Wyoming's transportation system provides a vital link for the movement of commodities across the United States in addition to providing access to the mineral, industrial, and agricultural resources of the state. The intent of this research is twofold. First is to get an overall understanding of freight movement within the state including freight vehicle counts, commodity types, and freight vehicle accidents. The second intent of the research is to focus on freight vehicle safety in strong wind conditions. High wind conditions are the frequent cause of freight vehicle rollover, often forcing the shutdown of roadways and halting the movement of freight through these heavily used corridors. The wind research studies the weather station data and looks at the correlation between measured wind speeds and the likelihood of freight vehicle rollover accidents. The focus of this research is on truck and rail freight movement since air and water freight modes represent a very small portion of the goods movement in the state. Pipelines are addressed to a lesser extent.
KW - Commodities
KW - Freight transportation
KW - Pipelines
KW - Railroads
KW - Rollover crashes
KW - Safety
KW - Trucking
KW - Wind
KW - Wyoming
UR - https://trid.trb.org/view/757433
ER -
TY - RPRT
AN - 01002024
AU - Sen, Rajan
AU - Mullins, Gray
AU - Ayoub, Ashraf
AU - Pai, Niranjan
AU - Gualtero, Ivan
AU - Deshmukh, Ganesh
AU - University of South Florida, Tampa
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - Replacement Prioritization of Precast Deck Panel Bridges
PY - 2005/03//Final Report
SP - 303p
AB - Precast deck panel bridges have a long history of poor performance in Florida. A spate of recent localized failures on major highways, led to a decision by the Florida Department of Transportation (FDOT) to replace selected bridges on I-75 in Districts 1 and 7 by full-depth, cast-in-place concrete slab over 10 years. The goal of this study was to develop a strategy that could assist in prioritizing this replacement. A progressive degradation model was developed from a careful analysis of localized failures, on-site forensic investigation of deck panel bridges during their replacement, review of historical inspection data and finite element analysis. This model was subsequently integrated in PANEL - custom software written for this project. A special database containing inspection records for all precast deck panel bridges in Districts 1 and 7 extending over 20 years in electronic form was created for PANEL. This allowed PANEL to automate the prioritization process. PANEL permits users to specify weighting factors for parameters such as safety, importance and cost. This information is then used to create lists that rank the order in which the replacement is to be carried out. Weighting factors used in this report for ranking were calibrated using the latest inspection data. As the database can be easily updated to include new inspection information and photographs, PANEL provides a dynamic resource that can be used by FDOT to review and revise its prioritization strategy in the future to take into consideration the latest available information.
KW - Bridge decks
KW - Bridge replacement
KW - Bridges
KW - Cast in place concrete
KW - Finite element method
KW - Florida
KW - Inspection records
KW - Mathematical models
KW - Precast concrete
KW - Software
KW - Strategic planning
KW - Weighting
UR - http://www.fdot.gov/research/Completed_Proj/Summary_MNT/FDOT_BC353_48_rpt.pdf
UR - https://trid.trb.org/view/757700
ER -
TY - RPRT
AN - 01001999
AU - Abbas, Montasir
AU - Chaudhary, Nadeem
AU - Pesti, Geza
AU - Sharma, Anuj
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Guidelines for Determination of Optimal Traffic Responsive Plan Selection Control Parameters
PY - 2005/03
SP - 98p
AB - Closed-loop traffic control systems can be operated by either Time-of-Day (TOD) mode or Traffic Responsive Plan Selection (TRPS) mode. When properly configured, the TRPS mode has the potential to provide an optimal operation due to its ability to accommodate abnormal traffic conditions such as incidents, special events, and holiday traffic. TRPS mode can also reduce the need for frequent redesign/updates to signal timing plans. To date, there have not been any formal guidelines for selection of robust and optimal TRPS system parameters and thresholds. Consequently, traffic engineers usually revert to the TOD mode of operation for its ease of setup. This report provides a new methodology for robust and optimal selection of TRPS parameters and thresholds. The report presents an innovative framework of TRPS system setup following a comprehensive approach that incorporates a multi-objective evolutionary algorithm and a supervised discriminant analysis. The developed guidelines are presented in simplified tables to facilitate their implementation. Guidelines were verified by using hardware-in-the-loop simulations. Compared to just the worst possible solutions encountered during the optimization, the final solution provided a concurrent savings of 53% in delay and 19% in stops.
KW - Algorithms
KW - Discriminant analysis
KW - Guidelines
KW - Hardware in the loop simulation
KW - Optimization
KW - Periods of the day
KW - Stopped time delays
KW - Traffic control
KW - Traffic delays
KW - Traffic responsive plan selection
KW - Traffic signal control systems
KW - Traffic signal timing
UR - http://d2dtl5nnlpfr0r.cloudfront.net/tti.tamu.edu/documents/0-4421-2.pdf
UR - https://trid.trb.org/view/758085
ER -
TY - RPRT
AN - 01001593
AU - Tabatabai, Habib
AU - Ghorbanpoor, Al
AU - Turnquist-Nass, Amy
AU - University of Wisconsin, Milwaukee
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - Rehabilitation Techniques for Concrete Bridges
PY - 2005/03//Final Report
SP - 337p
AB - This research project addresses rehabilitation techniques for reinforced and prestressed concrete bridges, focusing primarily on corrosion of prestressed concrete beam-ends. An extensive literature database on repair of concrete bridges was developed using Microsoft Access. A limited, first version of an expert system computer program, Concrete Bridge Assessment and Rehabilitation (ConBAR), was developed to assist in diagnosis of concrete bridge deterioration problems and to identify repair, rehabilitation, or preventive maintenance options. The effectiveness of several repair methods in mitigating corrosion damage and providing protection to prestressed concrete beam-ends was evaluated experimentally. These methods included silane sealers, epoxy coatings, patching, polymer (resin) coatings and fiber-reinforced polymer (FRP) wraps.
KW - Beams
KW - Computer programs
KW - Corrosion
KW - Corrosion protection
KW - Deterioration
KW - Epoxy coatings
KW - Expert systems
KW - Fiber reinforced plastics
KW - Literature reviews
KW - Patching
KW - Polymers
KW - Prestressed concrete bridges
KW - Preventive maintenance
KW - Rehabilitation (Maintenance)
KW - Reinforced concrete bridges
KW - Repairing
KW - Sealing compounds
KW - Silane
UR - http://www.whrp.org/Research/publications/Final%20Reports/WHRP%2004%2004%20Rehabilitation%20Techniques%20for%20Concrete%20Bridges.pdf
UR - https://trid.trb.org/view/757401
ER -
TY - RPRT
AN - 01001574
AU - Schieck, Shane
AU - Young, Rhonda
AU - University of Wyoming, Laramie
AU - Wyoming Department of Transportation
AU - Federal Highway Administration
TI - Highway Construction Related Business Impacts: Phase II
PY - 2005/03//Final Report
SP - 213p
AB - Highway construction projects not only impact the traveling public, but can also impact businesses situated adjacent to the construction project. Even though construction projects are temporary situations, many businesses worry about the level of impact during construction and the length and magnitude of the associated recovery period. Highway construction impacts on businesses may come in the form of a temporary loss of customers, revenue, and property value as well as the creation of noise, air pollution, and a host of other problems. Phase I of the business impacts study attempted to quantify the estimated business impacts for rural areas such as Wyoming. The study investigated the business-related impacts due to twelve highway construction projects in Wyoming. The Phase II research effort is a continuation and refinement of the Phase I research. Phase II began with a narrowing of the scope to four current highway construction projects. Just as in Phase I, perceived impact data were collected through surveys sent to businesses in the four case study projects. Wyoming Department of Revenue tax data were used to examine the actual estimated sales data before, during, and after construction. Additionally, traffic volumes were compared to the business owners' perceptions. The result of Phase II of the business impacts study was a more in-depth quantification of actual impacts as well as an analysis of the difference between the actual and perceived impacts that was statistically more significant than the Phase I study.
KW - Businesses
KW - Case studies
KW - Construction projects
KW - Data collection
KW - Impacts
KW - Road construction
KW - Surveys
KW - Tax receipts
KW - Traffic volume
KW - Wyoming
UR - https://trid.trb.org/view/757429
ER -
TY - RPRT
AN - 01001570
AU - Federal Highway Administration
TI - High Performance Concrete Structural Designers' Guide
PY - 2005/03//First Edition
SP - 124p
AB - The main objective of this Guide is to provide a source of information to structural designers for the design and construction of highway bridges and related structures using high performance concrete (HPC). This Guide will be updated periodically to keep pace with the latest developments in HPC. The Guide addresses all basic aspects of developing and producing HPC with desirable and beneficial characteristics for the transportation community. Section 1 discusses the objective and scope of the Guide. Section 2 introduces the topic of HPC implementation in the United States highway infrastructure and provides historical context of this development. Section 3 addresses the characteristics and grades of HPC for various applications and environment. Section 4 is devoted to recently-completed national research and ongoing testing into the next generation of HPC, along with web links to State Department of Transportation research reports. Section 5 highlights material properties of HPC that are important to owners and designers in assuring long-term structural performance. Section 6 provides guidelines for developing HPC mix designs and proportioning of materials. Section 7 focuses on the fabrication, transportation and erection of precast, prestressed HPC beams. Section 8 applies to HPC cast-in-place construction in substructures and superstructures, with special attention to the construction of bridge decks. Section 9 identifies the most common instruments that can be used for field measurement and recording of strain, deflection, rotation, acceleration and temperature of HPC members. Section 10 provides cost information and methods for assessing the cost effectiveness of HPC with guidelines for estimating initial construction cost and life-cycle cost. Finally, Section 11 provides an overview of several HPC projects across the United States with lessons learned and contact information or web links for further details.
KW - Beams
KW - Bridge decks
KW - Bridge substructures
KW - Bridge superstructures
KW - Case studies
KW - Cast in place concrete
KW - Cost effectiveness
KW - Guidelines
KW - High performance concrete
KW - Highway bridges
KW - History
KW - Instrumentation
KW - Life cycle costing
KW - Mix design
KW - Precast concrete
KW - Prestressed concrete
KW - Properties of materials
KW - Research
KW - Structural design
KW - Testing
KW - United States
UR - http://knowledge.fhwa.dot.gov/cops/hpcx.nsf/All+Documents/A10B9708BF2C9D3D85256FD2007403A5/$FILE/Final%20HPC%20Structural%20Designers%20Guide.pdf
UR - https://trid.trb.org/view/757328
ER -
TY - RPRT
AN - 01001480
AU - Lawler, John S
AU - Krauss, Paul D
AU - Wiss, Janney, Elstner Associates, Incorporated
AU - Montana Department of Transportation
AU - Federal Highway Administration
TI - Development of High-Performance Concrete Mixtures for Durable Bridge Decks in Montana Using Locally Available Materials
PY - 2005/03//Final Report
SP - 45p
AB - The Montana Department of Transportation (MDT) is performing research to develop a cost-effective, indigenous high-performance concrete (HPC) for use in bridge deck applications. The investigation was divided into two tasks: 1) identification of the optimum cementitious matrix for the HPC and 2) evaluation of the performance of this matrix in combination with aggregates readily available in Montana. The work focused on the use of binary, ternary, and quaternary blends of portland cement with fly ash (Class C and F), slag, calcined clay, metakaolin, and silica fume, in combination with Yellowstone River and Western Montana aggregate sources. Testing included plastic properties, setting characteristics, air-void system parameters, electrical conductivity, strength, chloride diffusion, freezing and thawing resistance, scaling resistance, and drying shrinkage. The paper discusses the process required to test and implement HPC specifically for bridge deck applications and presents the test results for this MDT study. The supplementary cementitious material combinations that produced the best performance were silica fume alone, silica fume and slag, Class F fly ash, silica fume and slag-blended cement, and silica fume and calcined clay-blended cement. The importance of raw material testing and the practical reproducibility of the concrete mixture are also considered.
KW - Air voids
KW - Bridge decks
KW - Calcined clay
KW - Chloride permeability
KW - Compressive strength
KW - Electrical conductivity
KW - Fly ash
KW - Freeze thaw durability
KW - High performance concrete
KW - Local materials
KW - Metakaolin
KW - Mix design
KW - Montana
KW - Performance
KW - Portland cement
KW - Scaling (Concrete)
KW - Setting (Concrete)
KW - Shrinkage
KW - Silica fume
KW - Slag
UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/high_concrete/iii/final_report.pdf
UR - http://www.mdt.mt.gov/research/projects/mat/high_concrete.shtml
UR - http://ntl.bts.gov/lib/45000/45800/45837/final_report59.pdf
UR - https://trid.trb.org/view/757206
ER -
TY - RPRT
AN - 01001478
AU - Roberts, Freddy L
AU - Saber, Aziz
AU - Ranadhir, Abhijeet
AU - Zhou, Xiang
AU - Louisiana Tech University, Ruston
AU - Louisiana Transportation Research Center
AU - Federal Highway Administration
TI - Effects of Hauling Timber, Lignite Coal, and Coke Fuel on Louisiana Highways and Bridges
PY - 2005/03//Final Report
SP - 187p
AB - This study included the development of a methodology to assess the economic impact of overweight permitted vehicles hauling timber, lignite coal, and coke fuel on Louisiana highways and bridges. Researchers identified the highway routes and bridges being used to haul these commodities and statistically chosen samples to use in the analysis. Approximately 1,400 control sections on Louisiana highways carry timber, 4 control sections carry lignite coal, and approximately 2,800 bridges are involved in the transport of these commodities. Three different gross vehicle weight (GVW) scenarios were selected for this study including: 80,000 lb, 86,600 lb or 88,000 lb, and 100,000 lb. The current GVW is 80,000 lb. The 86,600 lb GVW is the permitted load for log trucks and the 88,000 lb GVW is permitted for lignite coal and coke haulers. The 100,000 lb GVW for sugarcane haulers is the highest level currently permitted by the state of Louisiana. The methodology for analyzing the effect of these loads on pavements was taken from the 1986 AASHTO design guide and involves determining the overlay thickness required to carry traffic from each GVW scenario for the overlay design period. Differences in the life of an overlay were calculated for different GVW scenarios and overlay thickness and costs were determined for a 20-year analysis period. These costs were developed for the sample on all control sections included in the study. These present net worth costs were expanded to represent the cost for all control sections carrying each commodity. A suggestion from enforcement personnel caused project staff to perform an additional analysis using one load axle at 48,000 lb (48 kip), which is the maximum permissible tandem axle load. This analysis showed that 48-kip axles produce more pavement damage than the current permitted GVW for timber trucks and cause significant bridge damage at all GVW scenarios included in the study. The methodology for analyzing the bridge costs was developed by 1) determining the shear, moment and deflection induced on each bridge type and span, and 2) developing a cost to repair fatigue damage for each vehicle passage with maximum tandem load of 48,000 lb. Results indicate that permit fees paid by timber trucks should increase from the current $10 per year to around $346/year/truck for a GVW of 86,600 lb when axles are equally loaded and $4,377/year/truck if 48-kip axle loads are permitted. The current permit fee for lignite coal should remain at current levels. The legislature should not consider raising the GVW level to 100,000 lb because the pavement overlay costs double over those at 86,600 lb GVW and the bridge repair costs become significant. In many cases, the bridge costs per passage of a loaded truck amount to $8.90 meaning that the cost of bridge damage per truck per year can easily exceed $3,560. The project staff recommends that the legislature eliminate the 48-kip maximum individual axle load and leave GVWs at the current level, but increase the permit fees to sufficiently cover the additional pavement costs produced by the presence of these permitted overweight vehicles.
KW - Axle loads
KW - Bridge damage
KW - Bridges
KW - Coal
KW - Coke
KW - Costs
KW - Economic impacts
KW - Fees
KW - Forecasting
KW - Gross vehicle weight
KW - Highways
KW - Impact studies
KW - Lignite
KW - Logging trucks
KW - Louisiana
KW - Overlays (Pavements)
KW - Overweight loads
KW - Pavement damage
KW - Pavement distress
KW - Pavements
KW - Permits
KW - Service life
KW - Strategic planning
KW - Sugar
KW - Tandem axle loads
KW - Thickness
KW - Timber
KW - Trucking
UR - http://www.ltrc.lsu.edu/pdf/2005/fr%5F398.pdf
UR - http://www.ltrc.lsu.edu/pdf/2005/fr_398.pdf
UR - https://trid.trb.org/view/757190
ER -
TY - RPRT
AN - 01001474
AU - Sukley, Rubin
AU - Klopp, Rodney J
AU - Ramirez, Timothy L
AU - Pennsylvania Department of Transportation
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of the Tyrsolv Crumb Rubber Asphalt Modifier
PY - 2005/03//Final Report
SP - 68p
AB - This report covers the mix design, plant modifications, construction and performance of the Tyrsolv crumb rubber modifier (CRM) when used in Hot-Mix Asphalt (HMA) concrete pavements. Tyrsolv CRM is a treated ground rubber made from waste tires. The Pennsylvania Department of Transportation (PENNDOT) constructed three projects using Tyrsolv CRM. The first project, constructed in 1995 and located in Engineering District 6-0, on SR 0041, Chester County, encountered problems during production due to a non-uniform handling of the product and the Tyrsolv CRM was not fully incorporated in the HMA mixture. The second project was constructed in 1998 in Engineering District 9-0, on Interstate 70, Fulton County. A third project was constructed in 1998 in Engineering District 5-0 on Interstate 81 NB, Schuylkill County. Laboratory analysis determined that Tyrsolv CRM has the potential to enhance the base asphalt properties two PG grades on the high temperature side of the grading without adversely affecting the low temperature grading. Although Tyrsolv CRM costs more, and did not outperform the control mixes, it did perform satisfactorily. PENNDOT may consider the use of Tyrsolv CRM if an approach can be developed to make it cost competitive with standard HMA mixtures.
KW - Asphalt concrete
KW - Costs
KW - Crumb rubber
KW - Evaluation and assessment
KW - Hot mix asphalt
KW - Materials management
KW - Pavement performance
KW - Scrap tires
UR - https://trid.trb.org/view/757224
ER -
TY - RPRT
AN - 01001424
AU - Holguin-Veras, Jose
AU - Ozbay, Kaan
AU - de Cerreno, Allison L C
AU - New Jersey Department of Transportation
AU - University Transportation Research Center
AU - Federal Highway Administration
TI - Evaluation Study of Port Authority of New York and New Jersey's Time of Day Pricing Initiative
PY - 2005/03//Final Report
SP - 492p
AB - On January 25, 2001 the Port Authority of New York and New Jersey (PANYNJ) approved a new pricing structure with tolls that varied according to time of day and payment technology. It went into effect on March 25, 2001. The PANYNJ saw the plan as a means for reducing congestion, increasing the use of transit and E-ZPASS, and facilitating commercial traffic control management. The main objective of this project is to monitor the impacts of the time of day pricing initiative, both at the system wide level and at the user level. The project had three main focus areas: Disaggregate Behavior Impacts, Aggregate Impacts on Traffic and Transit Use, and Public Reaction to the time of day pricing initiative. In the first area, focus group studies and surveys were conducted with both passenger car users and truck dispatchers to gain insights on the behavioral changes produced by the time of day pricing initiative. In the second area, a comprehensive data set with traffic counts at the various PANYNJ toll facilities, classified by type of vehicle and hour of the day, were used to quantify the impact of time of day pricing on overall traffic patterns, E-ZPASS usage and time of day traffic changes. The third group focused on the process followed, reactions and public opinions to, the implementation of the time of day pricing initiative. The results indicate that 7.4% of passenger trips and 20.2% of truck trips (including those that increased shipping charges or switched to E-ZPASS) changed behavior because of time of day pricing. The time of day pricing resulted in an increase on the percent share of peak shoulder traffic for both trucks and cars during weekdays, and short term pre-peak elasticities are higher than post-peak elasticities during both AM and PM periods on weekdays for almost all of crossings.
KW - Behavior
KW - Commercial vehicles
KW - Dispatchers
KW - Drivers
KW - E-ZPass
KW - Elasticity (Economics)
KW - Evening
KW - Focus groups
KW - Highway traffic control
KW - Morning
KW - New Jersey
KW - New York (New York)
KW - Payment
KW - Peak hour traffic
KW - Periods of the day
KW - Port Authority of New York and New Jersey
KW - Pricing
KW - Private passenger vehicles
KW - Public opinion
KW - Public transit
KW - Ridership
KW - Toll collection
KW - Tolls
KW - Traffic congestion
KW - Traffic counts
KW - Traffic patterns
KW - Travel behavior
KW - Trucking
KW - Utilization
KW - Weekdays
UR - http://www.utrc2.org/research/assets/73/valuepricing1.pdf
UR - http://ntl.bts.gov/lib/24000/24900/24905/PANYNJ_Final_Report.pdf
UR - https://trid.trb.org/view/757211
ER -
TY - RPRT
AN - 01001272
AU - Goering, Douglas J
AU - University of Alaska, Fairbanks
AU - Alaska Department of Transportation and Public Facilities
AU - Federal Highway Administration
TI - Loftus Road Extension Project--Final Report. Part A: Parks/Chena Ridge Air Convection Embankment Experimental Feature Performance Report, Jan. 2001 to Dec. 2003. Part B: Loftus Road/Thompson Drive Final Instrumentation Report
PY - 2005/03//Final Report
SP - 92p
AB - This report consists of two parts. Part A summarizes data collected as part of the project entitled 'Air Convection Embankment Experimental Feature Design' which was funded by the Alaska Department of Transportation and Public Facilities. The project involved the design and monitoring of an experimental Air Convection Embankment (ACE) which was included as an experimental feature in the Parks/Chena Ridge Interchange project [Federal Project No. I-0A4-5(7), State of Alaska Project No. 63538]. Data are included for January 2001 through December 2003. See Goering (1997) for details regarding the design and construction of the ACE experimental feature, and Goering [1998, 1999, and 2001(a)] for data analysis which extends from November 1996 through December 2000. Part B provides a review and summary of the final instrumentation of the Loftus Road/Thompson Drive test sections. The original instrumentation plan, additions to that plan, and a review of the final installation are discussed. Initial data collection efforts and data verification are described but no formal data analysis is included. For a complete discussion of the original design report, including a summary of the recommended instrumentation plan, see Goering [2001(b)].
KW - Air convection embankment
KW - Alaska
KW - Data collection
KW - Design
KW - Embankments
KW - Experimental roads
KW - Frigid regions
KW - Instrumentation
KW - Monitoring
KW - Performance
KW - Test sections
UR - http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_ak_rd_05_01.pdf
UR - https://trid.trb.org/view/757002
ER -
TY - RPRT
AN - 01001271
AU - Zornberg, Jorge G
AU - Christopher, Barry R
AU - Oosterbaan, Marvin D
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - Tire Bales in Highway Applications: Feasibility and Properties Evaluation. Appendices
PY - 2005/03//Final Report
SP - 90p
AB - There are growing interests in the utilization of recycled tire bales for civil engineering applications, triggered partly by the significant volumes of tires that could be disposed of in transportation projects. However, evaluation of the tire bale properties and performance of tire bale embankments is, at least, limited. This report summarizes the benefits and shortcomings of using tire bales in civil engineering projects, as well as information collected to date on their mechanical properties. These appendices to the report include information on the following: (A) Tire Bale Applications for Civil Engineering Projects; (B) Case Studies of Tire Bale Applications for Transportation Projects; (C) General Properties of Tires and Results of March 2000 Tire Bale Lab Tests; (D) 2004 Lab Test Data on Tire Bales (performed for this study); (E) Specifications for Tire Shreds and Tire Bale Applications; (F) References for Governmental Legislation and Scrap Tire Reuse Programs; (G) Fire Protection Issues and Guidelines for Scrap Tires; and (H) Colorado Department of Transportation Costs for Embankment Materials and Related Items.
KW - Benefits
KW - Case studies
KW - Costs
KW - Embankments
KW - Feasibility analysis
KW - Fills
KW - Fire prevention
KW - Laboratory tests
KW - Legislation
KW - Mechanical properties
KW - Performance
KW - Properties of materials
KW - Recycled materials
KW - Scrap tires
KW - Specifications
KW - Utilization
UR - http://www.dot.state.co.us/publications/PDFFiles/Tirebalesappendices.pdf
UR - http://ntl.bts.gov/lib/25000/25100/25104/tirebalesappendices.pdf
UR - https://trid.trb.org/view/757009
ER -
TY - RPRT
AN - 01001269
AU - Zornberg, Jorge G
AU - Christopher, Barry R
AU - Oosterbaan, Marvin D
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - Tire Bales in Highway Applications: Feasibility and Properties Evaluation
PY - 2005/03//Final Report
SP - 114p
AB - There are growing interests in the utilization of recycled tire bales for civil engineering applications, triggered partly by the significant volumes of tires that could be disposed of in transportation projects. However, evaluation of tire bale properties and performance of tire bale embankments is, at least, limited. This report summarizes the benefits and shortcomings of using tire bales in civil engineering projects, as well as information collected to date on their mechanical properties. The report includes the results of eight laboratory tests on typical tire bales (most of which had never been performed prior to this study) to provide critical information on tire bale geometry, both air dry and submerged unit weights, permeability, unconfined and confined compressibility characteristics including horizontal deformations, rebound and potential expansion pressures, creep behavior, and external shear strength between two tire bales. An economic analysis comparing the estimated cost of tire bales to conventional fills is presented, supported by information on Colorado Department of Transportation costs for earth embankments. Finally, detailed recommendations for utilization and implementation of tire bales as a lightweight fill in embankments are presented.
KW - Benefits
KW - Costs
KW - Economic analysis
KW - Embankments
KW - Feasibility analysis
KW - Fills
KW - Implementation
KW - Laboratory tests
KW - Mechanical properties
KW - Performance
KW - Properties of materials
KW - Recommendations
KW - Recycled materials
KW - Scrap tires
KW - Utilization
UR - http://www.dot.state.co.us/publications/PDFFiles/Tirebales.pdf
UR - http://ntl.bts.gov/lib/25000/25100/25104/index.html
UR - http://ntl.bts.gov/lib/25000/25100/25104/tirebales.pdf
UR - https://trid.trb.org/view/757006
ER -
TY - RPRT
AN - 01001256
AU - Chavez, Eric
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - Hot Bituminous Pavement Voids Acceptance: Review of QC/QA Data 2000 Through 2003
PY - 2005/03//Final Report
SP - 190p
AB - This report analyzes the Quality Control/Quality Assurance (QC/QA) data for hot bituminous pavements using voids acceptance as the testing criteria awarded in the years 2000 through 2003. Analysis of the overall performance of the projects is accomplished by reviewing the Calculated Pay Factor Composite (CPFC) and Incentive/Disincentive Payments (I/DPs). Analysis of each of the test elements (asphalt content, voids in mineral aggregate, air voids, mat density, and joint density) is presented in tables, figures, and reports. Various data groupings are used to evaluate the data including year, region, and grading. The specification and the projects are performing reasonably well. The results for the data show that it is remaining fairly constant. No definite upward or downward trends can be seen in the data. Over the four-year time period more projects have received incentive payments than disincentive payments. The average pay over the four years is 1.00660. The quality levels in the individual elements are at reasonable to high levels. The voids in mineral aggregate and mat density elements show the best results being above 93% in specification. The asphalt content and air voids elements are at approximately 90%. The joint density specification which was added to the calculations for I/DP in December of 2002 was used on thirteen projects and is showing reasonable results. The average pay factor for this element is just under 1.0 but is expected to rise as contractors gain experience in this area.
KW - Acceptance tests
KW - Air voids
KW - Asphalt content
KW - Bituminous pavements
KW - Disincentives
KW - Hot mix asphalt
KW - Incentives
KW - Joint density
KW - Mat density
KW - Pay factor
KW - Payment
KW - Quality assurance
KW - Quality control
KW - Voids in mineral aggregate
UR - http://www.dot.state.co.us/Publications/PDFFiles/QCvoids.pdf
UR - https://trid.trb.org/view/757064
ER -
TY - RPRT
AN - 01001248
AU - Guerra, Tomas
AU - Satoyoshi, Ken
AU - OZ Engineering LLC
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - ITS Traffic Data Consolidation System
PY - 2005/03//Final Report
SP - 54p
AB - The Arizona Department of Transportation (ADOT) maintains a variety of independent applications to monitor roadway conditions and activities across the state including traffic counts, weather data, signal timing, Variable Message Sign advisory messages, video signals, and statewide Highway Condition Reporting System (HCRS) events. Each Intelligent Transportation System (ITS) field device has its own proprietary device driver application and output data stream format. This report summarizes an ITS research program by ADOT to consolidate statewide user workstation access to a subset of the various ITS field devices via a "single-screen." The implementation of this ability involved the development of software interfaces with device driver applications via the Internet and intranet. This resulted in the centralization and improved availability and archiving of traffic data derived from the associated ITS field devices, as well as data from the Advanced Traveler Information System (ATIS) via the HCRS. This outcome improved the real-time aspect of the operational management of the state highway system. Ultimately, the driving public will be able to plan their travel with more consistent, reliable and timely information via the Internet, and access this real-time information en route via the 511 Interactive Voice Response (IVR) system. A second project phase introduced a graphical interface to HCRS to automate location information and improve data entry accuracy for field operations staff.
KW - 511 (National Travel Information Number)
KW - Advanced traveler information systems
KW - Arizona Department of Transportation
KW - Data banks
KW - Data consolidation
KW - Data entry
KW - Graphical user interfaces
KW - Intelligent transportation systems
KW - Interactive voice response system
KW - Internet
KW - Real time information
KW - Road weather information systems
KW - Software
KW - Traffic data
KW - User interfaces (Computer science)
KW - Variable message signs
UR - http://ntl.bts.gov/lib/24000/24900/24968/AZ512.pdf
UR - https://trid.trb.org/view/756888
ER -
TY - JOUR
AN - 01001104
JO - Public Roads
PB - Federal Highway Administration
AU - McCarthy, James P
TI - Traffic Analysis Toolbox
PY - 2005/03
VL - 68
IS - 5
SP - pp 52-56
AB - This article describes guidelines released by the Federal Highway Administration (FHWA) that are designed to help analysts improve modeling to reduce traffic congestion and to improve safety. With the first three volumes already available online, and the remaining volumes due in early 2005, FHWA is providing the leadership and training to help traffic managers use these tools and concepts to improve the Nation’s highway system. The author describes the development of the guidelines, the team that was assembled to create the guidelines, and the details of each of the first three volumes already released. Volume I is a primer that provides a user-friendly, high-level overview of the types of analysis tools that transportation practitioners can use to model traffic flow. Volume II builds on the principles and advice in the primer, providing users with a process for selecting the most effective traffic analysis tool for planning design and operational improvements. Volume III, Guidelines for Applying Traffic Microsimulation Modeling Software, provides a recommended process for using traffic simulation software in transportation analyses. Volume IV, CORSIM Application Guidelines, and Volume V, Traffic Analysis Tools Case Studies and Best Practices, are due out in 2005. The article also describes one case in which a state (Minnesota) has used the guidelines to improve their own customized product simulation.
KW - Analysis
KW - Case studies
KW - CORSIM (Traffic simulation model)
KW - Education and training
KW - Instructional materials
KW - Minnesota
KW - Software
KW - Traffic congestion
KW - Traffic engineering
KW - Traffic estimation
KW - Traffic flow
KW - Traffic models
KW - Traffic simulation
KW - U.S. Federal Highway Administration
UR - http://www.fhwa.dot.gov/publications/publicroads/05mar/08.cfm
UR - https://trid.trb.org/view/756951
ER -
TY - JOUR
AN - 01001100
JO - Public Roads
PB - Federal Highway Administration
AU - Darden, Christy
AU - Scott, Thomas J
TI - Strengthening From Within
PY - 2005/03
VL - 68
IS - 5
SP - pp 46-51
AB - This article describes the demands of accommodating heavy traffic and ensuring the preservation of the oldest bridge in the Nation’s capital, as the Wisconsin Avenue Bridge over the Chesapeake and Ohio Canal National Historic Park was strengthened. The National Park Service (NPS) owns the bridge and the District Department of Transportation (DDOT) is responsible for the maintenance and control of the road, so collaboration was an essential part of the project. The authors describe the use of an innovative reinforcing system that was embedded entirely within the structure. The project used the Archtec process in which stainless steel reinforcing rods are fitted into slightly permeable fabric socks that are then filled with cementitious grout under pressure. This system enabled the stone arch bridge to be strengthened without visibly altering the appearance of the historic structure. The authors also comment on the traffic planning, positive interagency cooperation, and public coordination and communication.
KW - Arch bridges
KW - Bridge engineering
KW - Bridge foundations
KW - Cement grouts
KW - Chesapeake and Ohio Canal National Historic Park
KW - District Department of Transportation
KW - Historic bridges
KW - Historic preservation
KW - Masonry bridges
KW - National Park Service
KW - Rehabilitation (Maintenance)
KW - Reinforcing steel
KW - Washington (District of Columbia)
UR - http://www.fhwa.dot.gov/publications/publicroads/05mar/07.cfm
UR - https://trid.trb.org/view/756947
ER -
TY - JOUR
AN - 01001110
JO - Public Roads
PB - Federal Highway Administration
AU - Mangus, Alfred R
TI - A Fresh Look at Orthotropic Technology
PY - 2005/03
VL - 68
IS - 5
SP - pp 38-45
AB - An orthotropic bridge deck is a collage of steel plates welded together with a flat, solid steel deck stiffened by a grid of deck ribs welded to framing members like floor beams and girders. By integrated the structural system and the driving surface, orthotropic deck bridges are more lightweight and efficient on long-span structures. This article describes orthotropic deck bridges and makes a case for the renewed use of them in the United States. Additional benefits noted include their seismic performance, maneuverability (as in movable bridges), and versatility for construction in cold weather. The author discusses earlier setbacks, deck deflection, wearing surfaces, standardization and industry cooperation, fabrication and construction, and durability. Case studies of orthotropic bridge decks in use in Alaska, Louisiana, and California are presented. The article concludes with a section discussing the need for college-level and professional education on orthotropic design and engineering, in order to incorporate these systems in American transportation engineering.
KW - Alaska
KW - Bridge decks
KW - Bridge engineering
KW - California
KW - Cold weather construction
KW - Continuing education
KW - Deflection
KW - Fabrication
KW - Long span bridges
KW - Louisiana
KW - Orthotropic
KW - Standardization
KW - Steel structures
UR - http://www.fhwa.dot.gov/publications/publicroads/05mar/06.cfm
UR - https://trid.trb.org/view/756944
ER -
TY - JOUR
AN - 01001082
JO - Public Roads
PB - Federal Highway Administration
AU - Parker, Truphelia M
TI - Recognizing Excellence in Transportation Planning
PY - 2005/03
VL - 68
IS - 5
SP - pp 30-37
AB - This article describes a new biennial awards program that recognizes outstanding transportation planning initiatives. Created in a partnership of the Federal Highway Administration (FHWA), the Federal Transit Administration (FTA), and the American Planning Association (APA), the Transportation Planning Excellence Awards Program honors individuals, partnerships, communities, metropolitan planning organizations, and state and local agencies for developing and implementing innovative transportation planning programs. The author describes eleven projects that won 2004 Excellence Awards: The Low Income Flexible Transportation (LIFT) Program in the San Francisco Bay Area; Houston's (Texas) Main Street Coalition; city planning for a light-rail system in Phoenix, Arizona; the Livable Centers Initiative (LCI) in Atlanta, Georgia; the Sacramento (California) Region Blueprint, a plan to support the anticipated doubling of the population in that area; the Metropolitan Transportation Commission (MTC, San Francisco, California) for its regional transportation plan; Lincoln City, a group of villages along an 8-mile stretch of Oregon coast, for the transformation from a state highway into a small-town Main Street in Taft, Oregon; the focus on safety in planning for southeast Michigan; pedestrian safety programs in Poughkeepsie, NY; the community-based design project for the Los Angeles (California) light rail transit; and improved consideration of transportation safety in regional planning and programming in Kansas City (Kansas). The author concludes that, as illustrated by the work of the 2004 award winners, planners and decisionmakers are increasingly called upon to make important transportation decisions in environmentally sensitive ways, using comprehensive planning processes that include the public and that consider land use, development, intermodalism, safety, and security.
KW - Atlanta (Georgia)
KW - City planning
KW - Houston (Texas)
KW - Kansas City (Kansas)
KW - Land use
KW - Light rail transit
KW - Local government agencies
KW - Los Angeles (California)
KW - Michigan
KW - Multimodal transportation
KW - Oregon
KW - Pedestrian safety
KW - Phoenix (Arizona)
KW - Poughkeepsie (New York)
KW - Sacramento (California)
KW - San Francisco (California)
KW - San Francisco Bay
KW - State departments of transportation
KW - State government agencies
KW - Transportation management associations
KW - Transportation planning
KW - Transportation policy
KW - Urban growth
UR - http://www.fhwa.dot.gov/publications/publicroads/05mar/05.cfm
UR - https://trid.trb.org/view/756931
ER -
TY - JOUR
AN - 01001116
JO - Public Roads
PB - Federal Highway Administration
AU - Barnhardt, Blair
TI - One Way to a Better Road
PY - 2005/03
VL - 68
IS - 5
SP - pp 25-29
AB - This article reports on the work of Construction Supervisor John Indrunas and the city of Roswell, Georgia (in metropolitan Atlanta) when they tested the use of foamed asphalt base stabilization for the reclamation of four highly traveled roads (a total of approximately 10 miles) in and around Roswell. In this method, specially designed equipment takes up and pulverizes the old base. Once crushed, the mixture of reclaimed asphalt pavement (RAP) and aggregate is laid down again, and the road graded to near final condition to ensure the correct amount of material is prepared. The pulverizer makes a final pass, picks up the aggregate/RAP mixture, and this time binds it with foamed asphalt. The author describes the technology of foamed (expanded) asphalt as a binder, the equipment used, how Indrunas learned about this technology and convinced the city to use it, the cost savings realized, and the continuing lessons learned from each of the subsequent projects completed. The author also describes how a third-party contractor served as quality assurance on the Roswell projects. This contractor determined that the Roswell projects were reaching a target density between 95 and 98 percent. This density resulted not only from the binding of foamed asphalt to the fine particulates, but also from the use of a 27 metric ton (30-ton) rubber tire roller, one of the heaviest available to the highway construction industry today. By using these new techniques, Roswell reclaimed the four roads in a total of 45 construction days at a cost of just under $1.4 million. This compares to an estimated traditional construction cost of 345 construction days and $6.5 million.
KW - Asphalt pavements
KW - Atlanta (Georgia)
KW - Binders
KW - Foamed asphalt
KW - Pavement components
KW - Recycled materials
KW - Road construction
KW - Road rollers
KW - Roswell (Georgia)
UR - http://www.fhwa.dot.gov/publications/publicroads/05mar/04.cfm
UR - https://trid.trb.org/view/756930
ER -
TY - JOUR
AN - 01001087
JO - Public Roads
PB - Federal Highway Administration
AU - Baxter, John
TI - The Many Faces of Safety
PY - 2005/03
VL - 68
IS - 5
SP - pp 14-24
AB - To be effective in achieving any safety goal, leadership in the state departments of transportation (DOTs), and the state division offices of the Federal Highway Administration (FHWA), along with other agencies at the Federal, state, and local levels, must take personal ownership and responsibility for safety improvements. This article reviews the role of leadership in safety programs and offers specific examples of safety leadership in Florida, Georgia, Iowa, Missouri, New Jersey, and South Carolina. Sidebars describe the specific activities in each of these states. With leaders in these states pressing for safety innovations and comprehensive highway safety plans in their states, their work is beginning to show results. Some of the specific projects discussed include: a leadership training program (South Carolina Strategic Training for Transportation Area Representatives or STTAR), the extensive use of cable guardrails (Florida), the use of open graded friction course pavement surfaces and lengthening acceleration and deceleration lane restrictions for trucks (South Carolina), the creation of safety impact teams (New Jersey), a motorist call-in program to report aggressive driving (New Jersey), changing four-lane undivided highways to one lane in each direction with a center two-way left-turn lane (Iowa), and continuing education in safety engineering (Iowa). The author emphasizes that the safety efforts in these six states are data-driven and results oriented. Execution of a safety program includes not only developing strategic plans and measurable goals, but also monitoring progress, holding individuals responsible for obtaining results, and rewarding real accomplishments.
KW - Florida
KW - Georgia
KW - Guardrails
KW - Highway safety
KW - Iowa
KW - Lane lines
KW - Leadership
KW - Local government agencies
KW - Missouri
KW - New Jersey
KW - Road rage
KW - Rural travel
KW - Safety campaigns
KW - Safety management
KW - Safety programs
KW - South Carolina
KW - State departments of transportation
KW - Traffic signs
KW - U.S. Federal Highway Administration
UR - http://www.fhwa.dot.gov/publications/publicroads/05mar/03.cfm
UR - https://trid.trb.org/view/756929
ER -
TY - JOUR
AN - 01001115
JO - Public Roads
PB - Federal Highway Administration
TI - Financing Idle-Reduction Projects
PY - 2005/03
VL - 68
IS - 5
SP - pp 8-13
AB - To maintain a comfortable temperature in the cab and to power small electrical devices such as televisions, microwaves, and refrigerators, truckers at rest often keep their engines running, or idling. Idling, however, releases harmful air emissions and wastes a significant amount of fuel, creating a financial burden for the trucking industry. This article explores some new technologies that offer cost-effective strategies to limit air emissions at truckstops. The author first reviews the factors that drive the recent focus on finding alternatives to idling. These factors include the potential for significant energy savings, the ability to reduce criteria air pollutants, and to reduce noise, engine maintenance costs, and adverse effects on driver health and safety. The author then reviews some of the solutions being tried, including engine control modules, automatic shutdown/turn-on system, direct-fired heaters, auxiliary power units/generator sets, battery-powered heating and A/C, and electrified parking spaces. A final section addresses funding for idle-reduction projects.
KW - Behavior modification
KW - Comfort
KW - Cost effectiveness
KW - Emission control systems
KW - Engine idling
KW - Environmental protection
KW - Fuel consumption
KW - Idle reduction
KW - Truck drivers
KW - Truck facilities
KW - Trucking
UR - http://www.fhwa.dot.gov/publications/publicroads/05mar/02.cfm
UR - https://trid.trb.org/view/756928
ER -
TY - JOUR
AN - 01001080
JO - Public Roads
PB - Federal Highway Administration
AU - Ostensen, A George
TI - New Focus for Highway Safety
PY - 2005/03
VL - 68
IS - 5
SP - pp 2-7
AB - This article describes the Federal Highway Administration's (FHWA) new performance-based, results-oriented approach to safety. The FHWA will focus attention and resources on those areas where the data indicate the problem is the greatest. The U.S. Department of Transportation (USDOT) has established safety as its top priority and has set an aggressive goal to reduce the national highway fatality rate from 1.5 deaths per 100 million vehicle miles traveled to 1.0 by 2008. The FHWA Office of Safety's new approach is designed to help the Nation meet that goal and essentially redefines FHWA's safety program. The new approach includes applying lessons learned from states and localities that are already improving safety. The author outlines some of these programs and explains the additional safety funding and resources being given to the 16 states with the greatest opportunity to contribute to reducing the national highway fatality toll. The author also discusses potential measures being taken include shoulder and centerline rumble strips; rumble stripes, which are rumble strips that are painted for better nighttime and wet weather visibility; the safety edge, a device that provides a sloped edge on new pavements; pavement shoulders; improved signing and markings; and speed management. Another important focus is local safety, particularly in rural areas. The author concludes that FHWA's new safety focus is a significant change in the way the agency addresses safety issues and deploys resources. The safety focus will be a multiyear effort that gains momentum as early successes in reducing roadway crashes, injuries, and fatalities in individual states encourage highway agencies across the country to adapt how they approach safety and leverage their resources. Readers are referred to the FHWA safety website (http://safety.fhwa.dot.gov) for more information.
KW - Crash characteristics
KW - Fatalities
KW - Highway safety
KW - Local government agencies
KW - Road shoulders
KW - Rumble strips
KW - Rural travel
KW - Safety campaigns
KW - Safety programs
KW - State departments of transportation
KW - Traffic signs
KW - U.S. Department of Transportation
KW - U.S. Federal Highway Administration
UR - http://www.fhwa.dot.gov/publications/publicroads/05mar/01.cfm
UR - https://trid.trb.org/view/756927
ER -
TY - RPRT
AN - 01000050
AU - Salem, Rohi M
AU - Burdette, Edwin G
AU - University of Tennessee, Knoxville
AU - Tennessee Department of Transportation
AU - Federal Highway Administration
TI - Development of High Performance Concrete Mixture for Tennessee Bridge Decks
PY - 2005/03//Final Report
SP - 70p
AB - Work in 2003 identified a selected high performance concrete mix based on durability considerations, particularly shrinkage and chloride ion permeability. The work reported in this final report focused on the verification of the effectiveness of the selected mix. Tests performed included strength tests, shrinkage tests, freeze-thaw tests, and measures of chloride ion permeability. Results of the tests showed that the selected mix was superior to the currently used Class D mix in all measures of durability. A specification for the utilization of the preferred mix was prepared.
KW - Bridge decks
KW - Chlorides
KW - Compressive strength
KW - Durability
KW - Freeze thaw tests
KW - High performance concrete
KW - Mix design
KW - Permeability
KW - Shrinkage
KW - Specifications
KW - Tennessee
UR - http://www.tdot.state.tn.us/longrange/reports/Res-1236.pdf
UR - https://trid.trb.org/view/751104
ER -
TY - RPRT
AN - 01001257
AU - Hopkins, Tommy C
AU - Beckham, Tony L
AU - Sun, Liecheng
AU - Pfalzer, Bill
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Kentucky Geotechnical Database
PY - 2005/03//Final Report
SP - 263p
AB - Development of a comprehensive, dynamic, geotechnical database is described. Computer software selected to program the client/server application in Windows' environment, components and structure of the geotechnical database, and primary factors considered in constructing the database are discussed. Oracle (registered trademark) 8i, PowerBuilder (registered trademark) 8, and Map Object (registered trademark) software were used to construct the database, build graphical user interfaces, and embed roadway maps, respectively. Any number of users may use the database simultaneously. Twelve highway district offices and several central offices of the Kentucky Transportation Cabinet are connected to the database. Data may be entered and retrieved dynamically in the client/server structure. This report is the fourth of four, recently completed, research studies. It summarizes all studies and describes the integration of major components of the database. Components include rock slope, landslide, and soil and rock engineering data. The first two studies, conducted in the mid 1990s, focused on potential rock slope hazards and the development of a rock slope management system. The third research study and report, which was published in 2003, focused on landslides. The focus of the fourth, and current, study is on soil and rock engineering data generated during geotechnical investigations and testing. This report deals more with developing specific database features, simplifying data entry schemes, and expanding retrieval capabilities and flexibilities. A large amount of additional soil and rock geotechnical engineering data was entered during the current study. Information in this report is presented in three parts: rock slopes, landslides, and soil and rock engineering data, which reflects the historical accumulation of these components under separate studies. Several schemes for retrieving data and generating reports are described. Secondary components of the database include statistical analyzers and engineering applications for performing "on-line" analysis of data, developing correlations between different soil parameters, and performing engineering analysis and designs. Procedures for entering historical soil and rock engineering data have been developed and programmed. Issues concerning database security, engineering units, and storing and displaying maps, graphics, and photographs are discussed. The database contains procedures for dynamically overlaying the locations of landslides, rock slopes, and borings onto embedded roadway and digitized geological maps. Strategies and illustrations of graphical user interfaces for data entry and retrieval are described.
KW - Correlation analysis
KW - Data analysis
KW - Data entry
KW - Databases
KW - Geotechnical engineering
KW - Graphical user interfaces
KW - Hazards
KW - History
KW - Information retrieval
KW - Kentucky
KW - Landslides
KW - Maps
KW - Rock slopes
KW - Rocks
KW - Software
KW - Soils
UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_03_SPR_227_01_1F.pdf
UR - https://trid.trb.org/view/756837
ER -
TY - RPRT
AN - 01001274
AU - Beckham, Tony L
AU - Hopkins, Tommy C
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Swelling Pavement: KY 499 Estill County
PY - 2005/03//Interim Report
SP - 14p
AB - A field and laboratory investigation was performed to determine why excessive swelling was occurring on a pavement section of KY Route 499 that was about four years old. Swelling occurred on a section of roadway that had been constructed with a hydrated lime-stabilized subgrade. As shown by laboratory swell tests, swelling of the pavement was due to the absorption of water and expansion of the compacted clay shale subgrade. Results of laboratory swell tests showed that the hydrated lime stabilization of the shale actually reduced swelling. Chemical reactions between calcium, present in the hydrated lime, and sulfates, which were present in small amounts did not contribute to swell.
KW - Calcium hydroxide
KW - Clay
KW - Field studies
KW - Laboratory tests
KW - Shale
KW - Soil stabilization
KW - Subgrade (Pavements)
KW - Swelling soils
KW - Water absorption
UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_01_SPR270_03_1I.pdf
UR - https://trid.trb.org/view/756836
ER -
TY - RPRT
AN - 01000938
AU - Wiles, Poonam B
AU - Cooner, Scott A
AU - Rathod, Yatin
AU - Wallace, Diana G
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Advance Warning of Stopped Traffic on Freeways: Field Studies of Congestion Warning Signs
PY - 2005/03
SP - 64p
AB - Stopped traffic on freeways poses safety and operational concerns to drivers, transportation agencies, construction and maintenance contractors, and enforcement and emergency service personnel. Safety issues relate to driver ability to make gradual transitions from freeway speeds to stopped conditions without erratic maneuvers or crashes. Operational concerns relate to the reliability and predictability of the freeway network. The primary type of multi-vehicle crash on a freeway facility is the rear-end collision, comprising over 50% of freeway crashes by some research findings, caused generally due to normal speed traffic encountering stopped traffic on the main lanes or ramps. Drivers frequently have minimal or no warning about downstream queuing, and information given on static signs is difficult to keep current with rapidly fluctuating queues in congested areas. Stopped traffic on the freeway may be due to a multitude of causes. This research project evaluated issues relating to stopped or very slow traffic due to three major causes: recurrent traffic congestion due to over-capacity conditions during peak periods, congestion due to construction and maintenance work zones, and congestion due to incidents such as crashes. In the first phase of this project, the research team conducted a literature review to determine current practices for advance warning for stopped traffic, observed field locations with traffic stopped due to various conditions, and determined advance warning techniques applicable to Texas. Report 4413-1 presents this information. In the second phase of this project, researchers tested two advance warning techniques using static warning signs on Dallas area freeways. The research team synthesized the field test results and developed recommendations for further research and ways to improve the signing. This information is presented in this report. Many factors remain to be addressed in future research; however, observations conducted in this project can provide guidance to those testing and implementing operating systems for advance warning of slow/stopped traffic on freeways.
KW - Advance warning
KW - Dallas (Texas)
KW - Field studies
KW - Freeways
KW - Future
KW - Multiple vehicle crashes
KW - Peak hour traffic
KW - Rear end crashes
KW - Recommendations
KW - Research
KW - Stopped traffic
KW - Traffic congestion
KW - Traffic crashes
KW - Traffic incidents
KW - Traffic queuing
KW - Warning signs
KW - Work zones
UR - https://trid.trb.org/view/756702
ER -
TY - RPRT
AN - 01000288
AU - Hieber, David G
AU - Wacker, Jonathan M
AU - Eberhard, Marc O
AU - Stanton, John F
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - State-of-the-Art Report on Precast Concrete Systems for Rapid Construction of Bridges
PY - 2005/03//Final Technical Report
SP - 112p
AB - More extensive use of precast concrete components, which are fabricated off-site and then connected on-site, could allow bridges to be constructed more rapidly. The increased use of precast components in bridges also promises to increase work-zone safety and reduce environmental impacts for bridges that span waterways. This report discusses precast concrete systems that have been used for rapid bridge construction outside of Washington State and evaluates whether they are suitable for use within Western Washington. The report also identifies key features that are important for successful precast concrete system applications. Information on previously used systems was gathered through an extensive review of published literature. Washington State Department of Transportation design and construction engineers, precast concrete producers, and bridge contractors were also consulted to obtain their input on the positive and negative aspects of applied systems. Most applications have been used in areas of low seismic potential. By contrast, Western Washington is subject to strong earthquakes. Because precast systems contain connections, and connections are typically vulnerable to seismic loading, a qualitative evaluation of the expected seismic performance of each system was deemed necessary. The researchers identified four types of precast concrete superstructure systems: full-depth precast concrete panels, partial-depth precast concrete panels, prestressed concrete multibeam superstructures, and preconstructed composite units. The four systems appear to have acceptable seismic behavior, but there are concerns associated with constructability and durability. Precast concrete substructure systems have received much less attention than have superstructure systems. The use of precast substructure components can provide significant time savings by eliminating the time needed to erect formwork, tie steel, and cure concrete in the substructure. The success of the system depends strongly on the connections, which must have good seismic resistance, have tolerances that allow easy assembly, and be suitable for rapid construction.
KW - Bridge substructures
KW - Bridge superstructures
KW - Bridges
KW - Earthquake resistant design
KW - Environmental impacts
KW - Literature reviews
KW - Multibeam superstructures
KW - Precast concrete
KW - Prestressed concrete
KW - Rapid construction
KW - State of the art reports
KW - Structural connection
KW - Washington (State)
KW - Work zone safety
UR - http://www.wsdot.wa.gov/research/reports/fullreports/594.1.pdf
UR - https://trid.trb.org/view/751265
ER -
TY - RPRT
AN - 00989282
AU - Lukanen, E O
AU - Stubstad, R N
AU - Clevenson, M I
AU - Consulpav International
AU - Federal Highway Administration
TI - STUDY OF LTPP PAVEMENT TEMPERATURES
PY - 2005/03
SP - 33 p.
AB - This study focuses on the quality of the pavement temperature data in the Long-Term Pavement Performance (LTPP) program. Reliable pavement temperature data are necessary in the research planned for the LTPP program. Pavement surface temperature measurements and in-depth pavement temperature measurements have been recorded since the beginning of the LTPP program. Until this study, these data have been subject to only broad checks established for individual fields; no additional quality checks were made. The LTPP database is now undergoing various quality investigations focusing on comparisons of the data from two independent sources--infrared surface temperature measurements that were recorded automatically and in-depth temperature measurements that were made manually. The comparative processes identified various data errors and errors in associated data elements such as the time measurement. Examples of such errors include data entry errors such as transposition of numbers and errors in the tens-place entries. Missing data, malfunctioning infrared sensors, and time-recording errors such as errors with time zone changes or daylight savings time changes were identified. All identified pavement temperature errors were submitted for further evaluation, which could lead to either corrections or removal of erroneous data from the LTPP database.
KW - Data entry
KW - Data quality
KW - Errors
KW - Infrared detectors
KW - Long-Term Pavement Performance Program
KW - Missing data
KW - Pavements
KW - Temperature
KW - Temperature measurement
KW - Time
UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/02071/
UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/02071/02071.pdf
UR - https://trid.trb.org/view/755058
ER -
TY - RPRT
AN - 00989267
AU - Schurr, K S
AU - Abos-Sanchez, J
AU - University of Nebraska, Omaha
AU - Nebraska Department of Roads
AU - Federal Highway Administration
TI - EFFECTS OF CENTRAL ISLAND LANDSCAPE TREATMENTS AT SINGLE-LANE ROUNDABOUTS
PY - 2005/03
SP - 52 p.
AB - Two schools of thought exist about the appropriate landscape treatment which should be used within the center island of roundabouts. Some believe that the central island not only provides an opportunity to create an attractive landscape but also allows the opportunity to block the drivers' view of vehicles along the portion of the roundabout opposing the entering approach. The entering drivers' attention should then be focused on 1) approaching vehicles from the left already in the roundabout's circular traffic stream, 2) making an entering right turn upon accepting a suitable gap, and 3) maintaining a low speed once within the circulatory roadway. Others suggest that the more visible all surrounding elements of the roundabout, the better able the driver should be to negotiate its configuration, exit at the appropriate location, and view surrounding pedestrians and bicyclists in the process. The results obtained in a simple before-and-after central island landscaping study conducted at the first arterial roundabout constructed in the state of Nebraska indicated that a landscape treatment with significant vertical dimension (three 7-ft high by 5-ft diameter Black Hill spruce trees) and partial cross-view blockage had a positive impact on operations. A statistically significant speed reduction resulted in approach vehicles from as far as 150 ft from the pedestrian crossings. Slower vehicular speeds would inherently reduce severity of pedestrian, bicycle, and vehicular accidents (if they occurred), increasing safety. The standard deviation from the mean vehicle speeds of nearly all approaches were reduced in the after period (with trees) compared to the before period (grass only) which indicated that vehicle speeds were not only slower but more uniform. Data compared from the before and after conditions also proved that drivers entering the circulatory roadway accepted shorter gaps due to slower circulatory traffic which increased the effective capacity of the roundabout since more vehicles could occupy the circulatory roadway at once. The results of this study indicated that at least partial cross-view sight blockage had both positive operational and safety effects.
KW - Before and after studies
KW - Bicycles
KW - Crosswalks
KW - Gap acceptance
KW - Highway capacity
KW - Highway safety
KW - Landscape design
KW - Nebraska
KW - Pedestrian safety
KW - Roundabouts
KW - Sight distance
KW - Single lane traffic
KW - Speed
KW - Trees
UR - http://nlc1.nlc.state.ne.us/epubs/R6000/B016.0103-2005.pdf
UR - https://trid.trb.org/view/755043
ER -
TY - RPRT
AN - 00989266
AU - Hajek, J J
AU - Selezneva, O J
AU - Mladenovic, G
AU - Jiang, Y J
AU - ERES Consultants, Incorporated
AU - Federal Highway Administration
TI - ESTIMATING CUMULATIVE TRAFFIC LOADS, VOLUME II: TRAFFIC DATA ASSESSMENT AND AXLE LOAD PROJECTION FOR THE SITES WITH ACCEPTABLE AXLE WEIGHT DATA, FINAL REPORT FOR PHASE 2
PY - 2005/03
SP - 133 p.
AB - In 1998, the Federal Highway Administration sponsored a study to estimate traffic loads on Long-Term Pavement Performance (LTPP) sites. This report contains findings of the second phase of the study. Phase 1 encompassed the development of the estimation methodology, including numerical examples, and was documented in report FHWA-RD-00-054 issued in July 2000. Phase 2, described in this report, included the assessment of the overall quality of traffic data for all 890 LTPP traffic sites, and the projection of axle loads for all LTPP sites with adequate traffic data. Phase 2 also included the distribution of comprehensive traffic data reports to all participating agencies and the incorporation of comments regarding traffic projections received from the agencies. Axle load projections were developed for all in-service years up to 1998 for 558 LTPP traffic sites that had adequate traffic monitoring data in the Information Management System (IMS) database. The axle load projections were expressed as annual axle load spectra for single, tandem, and triple axles, and were placed into IMS computed parameter tables. The projection results for all LTPP sites are summarized in Appendix A. To overcome the difficulty of estimating traffic loads for the remaining 332 LTPP sites, it was proposed to develop the LTPP Pavement Loading Guide (PLG). The report contains a description of the purpose, design parameters, and functionality of the PLG, a blueprint for the development of the PLG, and two examples of using the PLG to obtain traffic load projections for LTPP sites without site-specific truck class and/or axle load data. The recommended traffic analysis activities include the development of the LTPP PLG, completing traffic load projections for all LTPP sites, and the development of a comprehensive action plan for better utilization of the existing traffic data. The recommended components of the action plan include a comprehensive quality assurance process, use of monthly traffic data for estimating traffic loads, and regional traffic modeling utilizing both LTPP traffic data and other traffic data.
KW - Axle loads
KW - Data quality
KW - Estimating
KW - Forecasting
KW - Long-Term Pavement Performance Program
KW - Quality assurance
KW - Traffic data
KW - Traffic loads
KW - Traffic models
UR - http://www.fhwa.dot.gov/pavement/ltpp/03094/
UR - https://trid.trb.org/view/755042
ER -
TY - RPRT
AN - 00989221
AU - Lynde, M
AU - Brooks, E
AU - Oregon Department of Transportation
AU - Federal Highway Administration
TI - EVALUATION OF LATEX POLYMERS TO RESIST STRIPPING IN ASPHALT PAVEMENTS IN OREGON
PY - 2005/03
SP - 25 p.
AB - This study assessed the effectiveness of latex polymer anti-stripping treatment by inspecting and evaluating the condition of pavements constructed in Oregon from 1997-2001. Ten hot mix asphalt concrete paving projects were identified throughout the state. Five of the projects used hydrated lime as an anti-stripping additive, and five used latex polymer (UP-5000) as an anti-stripping additive. Each paving project that used UP-5000 as an anti-stripping additive was compared to a paving project that used hydrated lime as an additive. Both sites being compared shared similar aggregate sources. Condition surveys were conducted on all of the sites, and in-service cores were taken from each project. The cores were tested using the AASHTO T 283 test method to determine the Tensile Strength Ratio (TSR). The TSR and condition ratings were used to assess the effectiveness of the UP-5000 compared to hydrated lime. Based on the condition surveys, and the TSR testing, the UP-5000 was shown to be comparable to hydrated lime in preventing moisture induced distress in hot mix asphalt pavements in Oregon.
KW - Antistrip additives
KW - Asphalt pavements
KW - Calcium hydroxide
KW - Condition surveys
KW - Cores (Specimens)
KW - Hot mix asphalt
KW - Latex
KW - Oregon
KW - Polymers
KW - Tensile strength
UR - http://oregon.gov/ODOT/TD/TP_RES/docs/Reports/EvalOfLatexPolymer.pdf
UR - https://trid.trb.org/view/754998
ER -
TY - RPRT
AN - 00989193
AU - Al-Yagout, M A
AU - Mahoney, J P
AU - Pierce, L M
AU - Hallenbeck, M E
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - IMPROVING TRAFFIC CHARACTERIZATION TO ENHANCE PAVEMENT DESIGN AND PERFORMANCE: LOAD SPECTRA DEVELOPMENT
PY - 2005/03
SP - v.p.
AB - This research addresses the understanding of, and need for, load spectra in future pavement design procedures and as a stepping stone toward more complete pavement design. The primary objective of this project was to develop truck axle load spectra for Washington State. To do this, axle load data collected at weigh-in-motion (WIM) stations throughout Washington State were used. The developed load spectra encompass the principal truck axles on the roadway network: single, tandem, and tridem. Achieving this objective allows the Washington State Department of Transportation, or any state highway agency with analogous traffic patterns, to accommodate the requirements of the 2002 Design Guide, developed through National Cooperative Highway Research Program (NCHRP) Project 1-37A. A secondary objective of this project was to determine whether Equivalent Single Axle Loads (ESALs) obtained from the developed load spectra are significantly different from historical values. Because the developed load spectra are transformable to ESALs, state highway agencies that decide not to use the new guide can still choose to employ the ESALs produced with the load spectra. The project concluded that the developed load spectra are reasonable. For single axles they are comparable to the 2002 Design Guide and MnROAD defaults. For tandem and tridem axles they are slightly more conservative than defaults of the 2002 Design Guide and MnROAD, but they are still within reason. In addition, the ESALs per vehicle class associated with the developed load spectra are comparable to Washington State historical ESALs for vehicle classes 9, 10, and 13. The use of the newly developed ESALs per vehicle will generally increase design ESALs, but that increase will be due to inclusion of the less predominant vehicle classes (4, 6, 7, 8, and 11).
KW - Axle loads
KW - Equivalent single axle loads
KW - Load spectra
KW - Pavement design
KW - Pavement performance
KW - Trucks
KW - Weigh in motion
UR - http://www.wsdot.wa.gov/research/reports/fullreports/600.1.pdf
UR - https://trid.trb.org/view/755174
ER -
TY - RPRT
AN - 00989192
AU - Kristof, T
AU - Lowry, M
AU - Rutherford, G S
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - ASSESSING THE BENEFITS OF TRAVELER AND TRANSPORTATION INFORMATION SYSTEMS
PY - 2005/03
SP - 69 p.
AB - The goal of advanced traveler information systems (ATIS) is to provide travelers with information that will facilitate their decisions concerning route choice, departure time, trip delay or elimination, and mode of transportation. The benefits of ATIS projects can be evaluated through field studies, simulation software, and surveys. An evaluation method called the ITS Deployment Analysis System (IDAS) is suggested for use by the Washington State Department of Transportation (WSDOT). IDAS is a sketch planning tool intended for screening and prioritizing all intelligent transportation systems (ITS) projects (not just ATIS projects). The software evaluates a number of benefits. These are determined by changes attributable to the deployment of ITS in vehicle miles traveled (VMT), vehicle hours traveled (VHT), volume-capacity (v/c) ratios, and vehicle speeds throughout a given network. The IDAS evaluation depends on a number of assumptions that affect the calculations of costs and benefits. The IDAS developers recommend that these assumptions be inspected by local agencies and adjusted to better represent local conditions. The assumptions about the impacts on VMT, VHT, v/c ratios, and vehicle speed are particularly important. Consequently, suggestions are made within this report for adjustments that WSDOT should make to these default values. These values will allow the WSDOT to successfully employ IDAS for ATIS evaluation.
KW - Advanced traveler information systems
KW - Benefits
KW - Evaluation and assessment
KW - Intelligent transportation systems
KW - ITS Deployment Analysis System
KW - Operating speed
KW - Sketch planning
KW - Software
KW - Vehicle hours traveled
KW - Vehicle miles of travel
KW - Volume capacity ratio
UR - http://www.wsdot.wa.gov/research/reports/fullreports/597.1.pdf
UR - http://ntl.bts.gov/lib/24000/24900/24901/2005-03.pdf
UR - https://trid.trb.org/view/754977
ER -
TY - RPRT
AN - 01109143
AU - Kimley-Horn and Associates, Incorporated
AU - ConSysTecCorp
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - State of Texas ITS Architectures and Deployment Plans Lubbock Region
PY - 2005/02/28/Executive Summary
SP - 26p
AB - The Federal Highway Administration (FHWA) issued a final rule to implement Section 5206(e) of the Transportation Equity Act for the 21st Century (TEA-21) in January of 2001. This final rule requires that Intelligent Transportation System (ITS) projects funded through the Highway Trust Fund conform to the National ITS Architecture and applicable standards. FHWA has further established a deadline of April 2005 for regions to have an ITS architecture in place. To meet these requirements and ensure future federal funding eligibility for ITS, the Texas Department of Transportation (TxDOT) initiated the development of regional ITS architectures and deployment plans throughout the State of Texas. There are several metropolitan areas in the state that already have ITS architectures in place or under development. The focus of the State of Texas Regional ITS Architectures and Deployment Plans program is to develop architectures in those areas outside of the Austin, Houston, Dallas, Fort Worth, and San Antonio Regions. TxDOT expanded upon the ITS architecture requirements outlined in the FHWA Final Rule, and included an ITS deployment plan as part of the regional efforts. The regional ITS architecture provides a framework for ITS systems, services, integration, and interoperability, and the regional ITS deployment plan identifies specific projects and timeframes for ITS implementation to support the vision developed by stakeholders in the architecture. TxDOT’s process for developing the regional ITS architectures and deployment plans followed a consensus-based approach to meeting the requirements in the FHWA Final Rule and supporting guidelines. This process was further tailored to meet the specific multi-agency needs of these regional plans, and was structured around stakeholder input and involvement. The addition of an ITS deployment plan provides a tangible road map for regional ITS deployment and integration.
KW - Federal funding
KW - Final Rule
KW - Highway operations
KW - Highway Trust Fund
KW - Integrated systems
KW - Intelligent transportation systems
KW - ITS deployment
KW - Lubbock (Texas)
KW - System architecture
KW - Transportation Equity Act for the 21st Century
KW - Transportation planning
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14310.htm
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14310_files/14310.pdf
UR - https://trid.trb.org/view/868641
ER -
TY - RPRT
AN - 01002002
AU - Lau, K
AU - Sagues, Alberto A
AU - Yao, L
AU - University of South Florida, Tampa
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - Corrosion Performance of Concrete Cylinder Piles
PY - 2005/02/28/Final Report
SP - 115p
AB - Cylinder bridge piles that are produced by a centrifugally cast, vibrated, roller compacted process (also known as Raymond piles) have shown promising resistance to reinforcement corrosion in earlier Florida Department of Transportation (FDOT) surveys. This investigation examined additional FDOT bridges built with cylinder piles for evidence of similar corrosion resistance and in considering updating guidelines for corrosion performance of these piles. A survey of three 40-year-old marine bridges indicated in general minor or no corrosion distress of the spiral reinforcement in the piles, even though the concrete clear cover was on average only ~1.2 in. (~30 mm). Chloride diffusivity was small with a median value lower than the typical results obtained in modern FDOT class V concretes for aggressive marine service. Other physicochemical concrete tests were also indicative of very low permeability. Thin concrete cracks not caused by corrosion were observed in some of the piles but preferential chloride penetration along the cracks was less pronounced than noted earlier in conventional marine substructures. Investigation of a 2-year-old bridge with modern cylinder piles also showed excellent resistance of the bulk concrete to chloride penetration. Thin cracks (not caused by corrosion distress) were observed as well, with some evidence of enhanced chloride penetration. Therefore continued monitoring of these spots as the bridge ages is recommended. The chloride threshold value for corrosion initiation in the older bridges is estimated to be above ~2 pcy (1.2 kg/cu m) and possibly considerably higher. The concrete in the new bridge piles had a desirably high pore water pH despite its high pozzolanic content, suggesting that chloride threshold in the new material will be normal. Simplified corrosion damage projections suggest that if concrete quality could be sufficiently assured, moderate relaxation of present cover requirements for new construction with cylinder piles could be made without severely compromising the requirements for minimum corrosion damage within a 75-year service life goal.
KW - Chlorides
KW - Corrosion resistance
KW - Cover depth
KW - Cracking
KW - Cylinder piles
KW - Marine bridges
KW - Permeability
KW - pH value
KW - Piles (Supports)
KW - Reinforced concrete
UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC353_10_rpt.pdf
UR - https://trid.trb.org/view/757671
ER -
TY - RPRT
AN - 01003750
AU - Khosla, N Paul
AU - Sadasivam, S
AU - North Carolina State University, Raleigh
AU - North Carolina Department of Transportation
AU - Federal Highway Administration
TI - Determination of Optimum Gradation for Resistance to Permeability, Rutting and Fatigue Cracking
PY - 2005/02/28/Final Report
SP - 141p
AB - Permeability has become a major concern in recent years with the implementation of Superpave mixtures. It is important to have pavements that possess characteristics of low permeability which would minimize the effects due to moisture damage and increase the service life of pavements. The permeability of mixtures mainly depends on percent air voids, nominal maximum size of aggregate and the type of gradation. At any given air void content or nominal size, the permeability depends on the size and continuity of air voids. The nature of gradation influences the size and continuity of voids. So the aggregate gradation was optimized for lower permeability without compromising the fatigue and rutting performance of mixtures. The application of the Bailey method of gradation analysis showed that the permeability is greatly influenced by the aggregates of #4, #8 and #16 sizes. Guidelines were proposed for the mix designers to arrive at aggregate blends with low or high permeability. The guidelines recommend a low proportion of #4 size aggregates and high proportion of #8 and #16 size aggregates for low permeable mixtures. The higher proportions of 1/2 in. and 3/8 in. aggregates can be used to ensure the discontinuity of smaller voids. These guidelines were validated by permeability tests on a separate set of newly developed gradations. The gradation and the binder content of the field cores were used to compact a reference mixture using the Superpave Gyratory compactor in the laboratory. This reference mixture, the "unmodified gradation", is used for permeability tests and performance analysis. Four new mixtures were designed for both 12.5 mm and 9.5 mm mixtures in such a way that two mixtures had lower permeability and the other two mixtures had higher permeability than the coefficient of the unmodified gradation. Performance evaluation tests were conducted on field cores, the unmodified gradations, low permeable mixtures and high permeable mixtures before and after moisture damage. The performance evaluation tests included the Frequency Sweep Test at Constant Height, the Repeated Shear Test at Constant Height and the Asphalt Pavement Analyzer Test. The performance analysis indicated that the permeability of the mixtures directly influences their performance in terms of fatigue life, rutting life and moisture susceptibility. The low permeable mixtures have higher fatigue life and rutting life than the high permeable mixtures. The low permeable mixtures have lower percent of reduction in service life due to moisture damage than the high permeable mixtures.
KW - Aggregate gradation
KW - Air voids
KW - Binder content
KW - Cores (Specimens)
KW - Fatigue (Mechanics)
KW - Guidelines
KW - Gyratory compaction
KW - Laboratory tests
KW - Mix design
KW - Moisture damage
KW - Moisture susceptibility
KW - Nominal maximum aggregate size
KW - Pavement cracking
KW - Performance tests
KW - Permeability
KW - Rutting
KW - Service life
KW - Superpave
UR - http://www.ncdot.org/planning/development/research/download/2003-10FinalReport.pdf
UR - https://trid.trb.org/view/759886
ER -
TY - ABST
AN - 01458680
TI - Accuracy and Reliability of GPS for Surface Transportation
AB - No summary provided.
KW - Accuracy
KW - Global Positioning System
KW - Reliability
KW - Research projects
KW - Surfaces
KW - Transportation
UR - https://trid.trb.org/view/1226891
ER -
TY - ABST
AN - 01460688
TI - Specification Implementation: Qualification and Acceptance of FRP Highway Bridge Decks and Superstructures
AB - No summary provided.
KW - Acceptance tests
KW - Bridge decks
KW - Highway bridges
KW - Implementation
KW - Qualifications
KW - Research projects
KW - Specifications
KW - Superstructures
UR - https://trid.trb.org/view/1228906
ER -
TY - ABST
AN - 01463057
TI - Guide to Risk Management of Multimodal Transportation Infrastructure
AB - The nation's transportation infrastructure is at risk from terrorist attacks due to the symbolic nature of the assets, their economic and mobility importance, and the potential for loss of life of users of the assets. Risks to transportation infrastructure generally involve the following: physical facilities, vehicles and vessels, information systems that monitor and manage the flow of goods, and people on the transportation system. This project focuses on physical facilities along with related information infrastructure; it does not include cyber-security. The objective of this research is to develop a Guide to Risk Management of Multimodal Transportation Infrastructure. The Guide will provide state DOTs and other transportation entities with a risk management methodology that can be used to conduct threat, vulnerability, and criticality assessments of their facilities and to determine cost-effective countermeasures to prevent, detect, and reduce threats to assets on a multimodal basis.
KW - Infrastructure
KW - Multimodal transportation
KW - National Cooperative Highway Research Program
KW - Research projects
KW - Risk management
KW - Transportation modes
KW - Transportation planning
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=637
UR - https://trid.trb.org/view/1231282
ER -
TY - RPRT
AN - 01341905
AU - Nanzetta, Katherine
AU - Eisinger, Douglas
AU - Kear, Tom
AU - O'Loughlin, Robert
AU - Brady, Michael J
AU - Niemeier, Deb
AU - University of California, Davis
AU - California Department of Transportation
AU - Federal Highway Administration
TI - Particulate Matter and Transportation Projects, An Analysis Protocol
PY - 2005/02/23/Technical Report
SP - 56p
AB - Transportation conformity regulations require an evaluation of the impact of transportation projects on the concentration of particulate matter less than 10 microns in aerodynamic diameter (PM10). As of early 2005, the U.S. Environmental Protection Agency (EPA) had not released quantitative assessment guidance; thus, the conformity regulations require only qualitative PM10 evaluations. In December 2004, EPA published proposed regulations to revise the PM hot spot analysis requirements. The proposed regulations include various PM10 and PM2.5 analysis requirement options, but do not yet include or reference guidance materials needed to complete such analyses. Absent analysis tools and guidance on how to conduct quantitative analyses, which is largely due to the complexity of the primary and secondary nature of PM10 problems, project analysts have struggled to determine project level impacts on localized PM10 concentrations. This report describes a new protocol for qualitatively analyzing project-level PM10 effects to determine whether a transportation project will create a PM10 “hot spot” problem. The protocol was developed by the UC Davis-Caltrans Air Quality Project at the University of California, Davis (U.C. Davis) on behalf of the California Department of Transportation (Caltrans) and the U.S. Federal Highway Administration (FHWA). The protocol includes a four-part methodology to screen projects unlikely to contribute to exceedances of the PM10 air quality standards: (1) a “project comparison” approach for maintenance areas that allows users to compare the proposed project to pre-existing facilities, (2) a “project comparison” approach for nonattainment areas, (3) a “threshold screening” analysis that takes advantage of real-world measurements of the contribution of roadways to observed PM10 concentrations, and (4) a “relocate and reduce, build vs. no-build” approach that assesses whether a project will spatially reallocate traffic to reduce hot spot problems. Project analysts can use the protocol as a resource to comply with the transportation conformity regulations.
KW - Air quality management
KW - Conformity
KW - Environmental policy
KW - Particulates
KW - Project evaluation
KW - Protocols
KW - Qualitative analysis
KW - Regulations
KW - Screening procedures
KW - Traffic distribution
KW - Transportation projects
UR - http://www.fhwa.dot.gov/resourcecenter/teams/airquality/particulate.pdf
UR - https://trid.trb.org/view/1104243
ER -
TY - RPRT
AN - 01046806
AU - Volvo Trucks of North America, Incorporated
AU - Federal Highway Administration
TI - Volvo Trucks Field Operational Test: Evaluation of Advanced Safety Systems for Heavy Truck Tractors
PY - 2005/02/15/Final Report
SP - 131p
AB - The Intelligent Vehicle Initiative (IVI) was established by the United States Department of Transportation as an integral part of the Intelligent Transportation System (ITS) program. By reducing the probability of motor vehicle collisions, the IVI was intended to improve the safety and efficiency of motor vehicle operations. In September of 1999, the United States Department of Transportation, Federal Highway Administration entered into Cooperative Agreement No. DTFH61-99-X-00102 with Volvo Trucks North America in partnership with US Xpress Leasing, Inc. for a Field Operational Test (FOT) to determine the potential safety benefits of Advanced Safety Systems on heavy tractors. Additionally, Advanced Safety System durability, reliability, operational cost, and driver acceptance were to be evaluated. The Advanced Safety Systems consisted of a vehicle-integrated rear-end collision warning system (CWS), adaptive cruise control (ACC), disc brakes, and an electronically controlled brake system (ECBS). These systems were developed to reduce the frequency and severity of rear-end collisions. The objectives of the FOT were as follows: (1)Evaluate the performance of the Advanced Safety Systems as operated in a real world environment. (2) Accelerate the deployment of the Advanced Safety Systems. (3) Help forge strategic partnerships in the transport industry as a model for public-private cooperation for the development and deployment of advanced transportation safety technologies. (4) Assess the state-of-the-art in safety benefits analysis for vehicle integrated Advanced Safety Systems. The 3-year data collection involved 100 new tractors consisting of 50 (Control) vehicles equipped with US Xpress normal specifications (including CWS), and 50 (Test) vehicles equipped with the Advanced Safety Systems. Baseline vehicles (a 20-vehicle subset of the 50 Control vehicles) were operated for part of the FOT with their CWS driver displays disconnected. All of the FOT vehicles were equipped with onboard data acquisition systems. Beginning in January 2001, the vehicles were placed into service with US Xpress, and were operated in normal revenue generating service throughout the 48 contiguous United States. This report presents findings based on an engineering analysis of data collected from the onboard vehicle data acquisition systems, as well as operational data from Volvo warranty files, US Xpress accident and incident files, and vehicle brake component measurements. A separate, related report is in preparation by the FOT Independent Evaluator, Battelle, to determine safety benefits from the FOT.
KW - Acceptance
KW - Advanced vehicle control and safety systems
KW - Analysis
KW - Autonomous intelligent cruise control
KW - Benefits
KW - Countermeasures
KW - Data collection
KW - Demonstration projects
KW - Deployment
KW - Disc brakes
KW - Durability
KW - Electronic braking systems
KW - Engineering
KW - Field tests
KW - Heavy duty trucks
KW - Highway safety
KW - Intelligent transportation systems
KW - Intelligent transportation systems programs
KW - Operating costs
KW - Performance
KW - Public private partnerships
KW - Rear end crashes
KW - Reliability
KW - Traffic crashes
KW - Traffic safety
KW - Truck drivers
KW - Truck tractors
KW - Trucking safety
KW - Trucks
KW - Volvo Trucks North America Incorporated
KW - Warning systems
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14349.htm
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14349_files/14349.pdf
UR - https://trid.trb.org/view/806292
ER -
TY - ABST
AN - 01460148
TI - Support for Implementation of TRANSIMS in Portland, Oregon and Estimation of Emissions Impacts of TRANSIMS Microsimulation
AB - This project has 9 tasks: (1) complete the Track 1 application in Portland and document the procedures and lessons learned from that implementation; (2) implement, Calibrate, validate, and document the GEN2 model in Portland; (3) identify issues in the Transportation Analysis Simulation System (TRANSIMS) modeling approach that could substantially affect the ultimate success of the project, and investigate ways these issues might be addressed before they critically impact the project schedule; (4) develop written materials that provide the basis for a wider understanding of the TRANSIMS implementations in Portland; (5) develop user inputs to involve the technical working group and other potential users in the TRANSIMS implementation process at METRO; (6) outreach to proactively provide the industry with information and insights regarding the technical aspects as well as the costs and benefits of implementing TRANSIMS; (7) to develop methods to synthetically generate a set of TRANSIMS activity and network files using traditional regional travel demand model data; (8) to compare TRANSIMS and MOBILE6 emission estimates to evaluate aggregation methods and procedures for integration methods and integration procedures identified by FHWA and EPA; (9) to develop a contracting mechanism to enable quick response to issues that arise during the course of the study.
KW - Air quality management
KW - Pollutants
KW - Portland (Oregon)
KW - Research projects
KW - Simulation
KW - Synthetics
KW - Traffic simulation
KW - TRANSIMS (Computer model)
UR - https://trid.trb.org/view/1228364
ER -
TY - RPRT
AN - 01001484
AU - Federal Highway Administration
TI - Freight and the Environment Charrette - Proceedings Report
PY - 2005/02/09
SP - v.p.
AB - The Federal Highway Administration (FHWA) is in the process of developing a training course on Freight and the Environment. As a first step, FHWA held a one-day, invitation-only charrette (structured brainstorming session) to determine the most pressing environmental issues faced by freight-oriented practitioners at all levels of government so that the course curriculum can be developed. The Freight and the Environment charrette was held on February 9, 2005, at the U.S. Department of Transportation Headquarters in Washington, D.C. Fourteen professionals from around the United States, representing a variety of freight interests, attended the charrette. The first activity of the day was a breakout session in which participants were asked to envision what people would be saying about the course two years from now. From this exercise, the participants identified their expectations for the outcomes of the course. In the next exercise, the participants were asked to think of criteria, or guidelines for course development to be used in considering candidate topic areas for the proposed course based on the vision themes that were previously defined. The identified criteria were summarized into the following guidelines for course development: provide a big picture overview; include the public and private sectors; identify and promote win-win solutions; address practical and solvable issues; be action-oriented and enable application of what was learned to an actual project; address priority issues (which may depend on the geographical area); and address multimodal issues. Attendees were asked to identify training needs and target audiences for each of the identified needs. Throughout the day, a number of comments were heard regarding potential formats for the course. As a result of the charrette, an initial framework has been developed for the Freight and the Environment course. The appendices to this report contain the following: (A) Agenda; (B) Course Criteria; (C) Training Needs; (D) Course Audience; and (E) Attendance List.
KW - Curricula
KW - Environmental impacts
KW - Freight transportation
KW - Training
UR - http://www.ops.fhwa.dot.gov/freight/freight_analysis/charrette/index.htm
UR - https://trid.trb.org/view/757165
ER -
TY - RPRT
AN - 00987640
AU - Cahoon, J E
AU - McMahon, T
AU - Stein, O
AU - Burford, D
AU - Blank, M
AU - Montana State University, Bozeman
AU - Montana Department of Transportation
AU - Federal Highway Administration
TI - FISH PASSAGE AT ROAD CROSSINGS IN A MONTANA WATERSHED
PY - 2005/02/08
SP - 39 p.
AB - A basin-wide assessment of fish passage through culverts was performed in the upper Seeley Lake watershed in western Montana. The watershed has many small streams that support a variety of trout species, predominately cutthroat trout and brook trout, but with some bull trout and brown trout too. A total of 47 culverts were studied, and at these culverts the FishXing model and a screening tool that is a composite of several flowchart-based models were used to predict fish passage success. At a subset of 21 culverts, fish were collected above and below the culvert to check for population differences with respect to species, size, and abundance. At another subset of 10 culverts, fish passage was directly assessed using fish traps. Results indicate that the FishXing model and the composite screen are conservative estimators of fish passage in culverts. The direct passage assessment indicated that more fish passage occurred during low flow than was expected, and the population (above/below) sampling results gave little evidence to indicate that many of the culverts were functioning as barriers to fish passage. However, there was evidence that fish passage was restricted at many of the culverts at low flow. High flow was not examined in detail at the field sites in this study.
KW - Culverts
KW - Fish passage
KW - Fishes
KW - Montana
KW - Streams
KW - Watersheds
UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/fish_passage/final_report.pdf
UR - http://www.mdt.mt.gov/research/projects/env/fish_passage.shtml
UR - https://trid.trb.org/view/753542
ER -
TY - ABST
AN - 01460140
TI - Strategic Planning and Research Assistance: Climate Change, Air Toxics, and CMAQ Reporting
AB - Cambridge Systematic Incorporated (CSI) shall assist the FHWA in coordinating all aspects of the interagency research project assessing the potential impacts of climate change on the Gulf Coast. This work will include continued facilitation of the research partnership between the U. S. Department of Transportation (DOT) and the U. S. Geological Survey (USGS) and coordination of the multimodal DOT Impacts Working Group. Specific tasks include: (1) facilitate participation of other federal research partners as appropriate; (2) coordinate DOT participation in the Climate Change Sciences Program (CCSP) as it relates to the Gulf Coast Study, and work with the Contracting Officer Technical Representative (COTR), the Office of the Secretary of Transportation (OST), and members of the DOT Impacts Working Group to ensure that the Gulf Coast study meets CCSP/ Climate Change Research Initiative (CCRI) requirements; (3) coordinate revisions and finalization of the project prospectus following posting in the Federal Register and receipt of public comments; (4) coordinate detailed development of the project research plan and schedule with USGS, and manage the implementation of the project to ensure timely and high quality products; (5) CSI will assist FHWA in monitoring and assessing policy and technical developments in mobile air toxics. This will include research and production of short turn-around memos on new areas of interest determined in conjunction with the COTR; and (6) support FHWA efforts to conduct project-level air toxics analysis. Specific areas include ongoing support of new air toxics legal/NEPA cases and challenges; analysis of trends in these cases and challenges; and provision of summaries of outstanding cases and challenges. Work is ongoing while FHWA continues to support the DOT Center for Climate Change Research in Huntington, Alabama.
KW - Air quality management
KW - Air toxics
KW - Climate
KW - Climate change
KW - Coordination
KW - Research projects
KW - Strategic planning
KW - Toxicity
UR - https://trid.trb.org/view/1228356
ER -
TY - ABST
AN - 01463129
TI - Models for Predicting Reflection Cracking of Hot-Mix Asphalt Overlays
AB - Reflection cracking is one of the primary forms of distress in hot-mix asphalt (HMA) overlays of flexible and rigid pavements. In addition to affecting ride quality, the penetration of water and foreign debris into these cracks accelerates the deterioration of the overlay and the underlying pavement, thus reducing service life. The basic mechanism causing reflection cracking is strain concentration in the overlay due to movement in the existing pavement in the vicinity of joints and cracks. This movement may be induced by bending or shear action resulting from traffic loads or temperature changes and is influenced by traffic volume and characteristics, daily and seasonal temperature variations, and other factors (e.g., pavement structure and condition, HMA mixture properties, the degree of load transfer at joints and cracks). Preliminary models for predicting the extent and severity of reflection cracking in HMA overlays have been developed; however, only limited research has been performed to evaluate and validate these models. Research is needed to address the issues associated with reflection cracking and to develop mechanistic-based models for use in mechanistic-empirical procedures for the analysis and design of HMA overlays. This research will help account for the effects of reflection cracking on performance thus improving the analysis and design of HMA overlays of flexible and rigid pavements. The objective of the research is to identify or develop mechanistic-based models for predicting reflection cracking in HMA overlays of flexible and rigid pavements and associated computational software for use in mechanistic-empirical procedures for overlay design and analysis.
KW - Asphalt pavements
KW - Calibration
KW - Concrete overlays
KW - Cracking of asphalt concrete pavements
KW - Deterioration
KW - Flexible pavements
KW - Hot mix asphalt
KW - National Cooperative Highway Research Program
KW - Reflection cracking
KW - Rigid pavements
KW - Validation
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=226
UR - https://trid.trb.org/view/1231354
ER -
TY - ABST
AN - 01462957
TI - Research for AASHTO Standing Committee on Highways. Task 199. Update of the Strategic Plan for Bridge Engineering
AB - This project is complete. The report resulting from the April 2005 workshop, Grand Challenges: A Strategic Plan for Bridge Engineering, has been adopted by the AASHTO Highway Subcommittee on Bridges and Structures. The report is posted on the Subcommittees website at http://bridges.transportation.org.
KW - Bridge design
KW - Bridge engineering
KW - Bridges
KW - National Cooperative Highway Research Program
KW - Research projects
KW - Strategic planning
KW - Structures
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1215
UR - https://trid.trb.org/view/1231182
ER -
TY - RPRT
AN - 00987668
AU - Nelson, R M
AU - Sicking, D L
AU - Faller, R K
AU - Reid, J D
AU - Rohde, J R
AU - Polivka, K A
AU - Hascall, J A
AU - University of Nebraska, Lincoln
AU - Nebraska Department of Roads
AU - Federal Highway Administration
TI - EVALUATION OF ALTERNATE CABLE ANCHOR DESIGNS AND THREE-CABLE GUARDRAIL ADJACENT TO STEEP SLOPE
PY - 2005/02/03
SP - 126 p.
AB - The three-cable guardrail system is most commonly used to protect motorists from roadside slopes. Due to the fact that the system is limited to sites where relatively large barrier displacement is acceptable, concern arises when the barrier system must be placed close to steep roadside slopes. An additional concern with regard to the use of cable guardrail is that there only exists one approved non-proprietary end terminal which utilizes a large, cast-in-place, reinforced concrete anchor block. The current terminal and anchor design has proven to be quite costly when compared to the entire system. The objectives of the study were: (1) to evaluate three-cable anchor designs in order to develop a more cost-effective anchor alternative and (2) to evaluate South Dakota's three-cable barrier system placed adjacent to 1.5H:1V slopes. Dynamic bogie testing of various anchor alternatives determined the capacity of each anchor. Subsequent, computer simulation modeling with BARRIER VII analyzed and predicted dynamic barrier performance with each anchor alternative. One full-scale crash test, 2,034-kg (4,484-lb) pickup truck impacting at a speed of 98.1 km/h (61.0 mph) and at an angle of 26.2 degrees, was conducted and reported in accordance with the requirements specified in the National Cooperative Highway Research Program (NCHRP) Report No. 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features." The full-scale crash test was conducted to verify that the cable guardrail adjacent to a steep slope performs adequately with the weakest anchor alternative, the driven steel post as shown through computer modeling, but was determined to be unacceptable according to the Test Level 3 (TL-3) evaluation criteria specified in NCHRP Report No. 350 due to vehicle vaulting and rollover. The poor performance observed in the full-scale crash test warranted design modifications. Consequently, additional computer simulation with BARRIER VII predicted that increasing the cable guardrail stiffness with reduced post spacing and increasing the offset from the slope breakpoint significantly improved the barrier's performance. Therefore, it is recommended that a full-scale crash test be conducted on the modified cable barrier to verify its safety performance. Furthermore, the steel post anchor design performed as intended and provided adequate cable tension for the barrier system. However, since the impacting vehicle was not contained nor smoothly redirected, it is recommended that the new anchor alternatives continue to be evaluated in the future.
KW - Anchors (Structural connectors)
KW - Angle of impact
KW - BARRIER VII (Computer program)
KW - Cables
KW - Costs
KW - Design
KW - Dynamic tests
KW - Guardrail terminals
KW - Guardrails
KW - Impact tests
KW - NCHRP Report 350
KW - Performance
KW - Pickup trucks
KW - Posts
KW - Roadside
KW - Simulation
KW - Slopes
KW - Spacing
KW - Speed
KW - Stiffness
KW - Three cable guardrail
UR - https://trid.trb.org/view/753570
ER -
TY - ABST
AN - 01464644
TI - Crossing Solutions at Roundabouts and Channelized Turn Lanes for Pedestrians with Vision Disabilities
AB - The Americans with Disabilities Act (ADA) requires that public rights-of way, including sidewalks and crosswalks, be accessible to pedestrians with disabilities. The U.S. Access Board's ADA accessibility guidelines specify the minimum level of accessibility in new construction and alteration projects and serve as the basis for enforceable standards maintained by other agencies. On June 17, 2002, the U.S. Access Board published draft rights-of-way guidelines (Docket No. 02-1) proposing to require pedestrian signals at roundabouts and channelized turn lanes that would create and identify gaps in the vehicle stream adequate for pedestrians who are crossing without vision cues. Many transportation agencies are looking for guidance on working with these proposed provisions. Modern roundabouts are unsignalized circular intersections that are common in many parts of the world. Although relatively new in the United States, they are being implemented at an increasing rate. Studies conducted in Europe, Australia, and in the United States have generally found that roundabouts result in significantly fewer and less severe vehicular crashes than do more traditional intersection treatments. This safety benefit has been the most compelling reason cited by transportation engineers for the installation of roundabouts. Roundabouts and channelized turn lanes present challenges different from other intersections for individuals with blindness and visual impairments, because the traffic is most often under yield control as opposed to stop control. Anecdotal evidence indicates that pedestrians with vision impairment sometimes avoid roundabouts and channelized turn lanes by taking a more circuitous route. In addition to determining when to cross the road, pedestrians with vision impairment must identify where to cross, which way to walk during the crossing, and when they have arrived at their destination curb or island. All of these tasks become more difficult for pedestrians with vision impairment at roundabouts and channelized turn lanes. This effort will build on research being conducted in NCHRP Project 3-65, "Applying Roundabouts in the United States," and the research to be conducted in NCHRP Project 3-72, "Lane Widths, Channelized Right Turns, and Right-Turn Deceleration Lanes in Urban and Suburban Areas." Other relevant resources that should be considered in the performance of this research are results from a National Institutes of Health study and the proceedings from the ITE/FHWA Roundabout Accessibility Summit; specifics are provided in Special Note F. The objective of this research is to recommend a range of geometric designs, traffic control devices, and other treatments that will make pedestrian crossings at roundabouts and channelized turn lanes usable by pedestrians with vision impairment. These recommendations should be suitable for inclusion in transportation-industry practice and policies, including the AASHTO Policy on Geometric Design of Highways and Streets and the FHWA Manual on Uniform Traffic Control Devices. Exploration of the proper balance among the needs of passenger cars, trucks, pedestrians (including pedestrians with vision impairments), and bicycles is central to achieving the objectives of the research.
KW - Americans with Disabilities Act
KW - Channelized intersections
KW - Left turn lanes
KW - Pedestrian movement
KW - Persons with disabilities
KW - Right of way (Traffic)
KW - Right turn lanes
KW - Roundabouts
KW - Vision disorders
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=833
UR - https://trid.trb.org/view/1232876
ER -
TY - ABST
AN - 01458464
TI - Factors Affecting Development of Roughness in Hot Mix Asphalt Pavements
AB - The objective of this study was to determine the factors that contribute to roughness in Hot Mix Asphalt (HMA) pavements. The progression of actual roughness extracted from raw longitudinal profile data of the HMA pavements employed in LTPP is investigated. Power Spectral Density (PSD) of longitudinal 25mm profiles of the pavements are calculated and the progression of the severity of roughness features at different wavelengths are identified. The effect of several factors such as structural design, mix design and climatic variables on the progression of roughness features at different wavelengths were investigated. Once the development of roughness is understood, measures in construction, mix design or design details can be taken to reduce the adverse influence of these factors.
KW - Asphalt pavements
KW - Flexible pavements
KW - Hot mix asphalt
KW - Mix design
KW - Pavement design
KW - Pavement performance
KW - Research projects
KW - Roughness
KW - Structural design
UR - https://trid.trb.org/view/1226675
ER -
TY - RPRT
AN - 01099057
AU - Bhat, Chandra R
AU - Guo, Jessica Y
AU - Sen, Sudeshna
AU - Weston, Lisa
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Measuring Access to Public Transportation Services: Review of Customer-Oriented Transit Performance Measures and Methods of Transit Submarket Identification
PY - 2005/02/01/Research Report
SP - 48p
AB - This report synthesizes knowledge from existing literature relating to the interpretation and measurement of transit service quality from a customer-oriented perspective. The focus is on the evaluation of fixed-route transit systems. In addition, the authors review earlier studies that offer conceptual and operational ways of identifying different transit submarkets, their characteristics, and their varying activity and mobility needs. The review suggests that existing transit service delivery measures are limited in their capabilities of reflecting the ease with which different population subgroups are able to participate in their desired activities using transit. Future effort in transit service delivery modeling needs to develop separate indices for different population subgroups for different trip purposes. There should also be a mechanism to consolidate these indices into successively more aggregate measures and ultimately into a single generalized measure that represents the overall service level for a region.
KW - Access
KW - Customer service
KW - Equity (Justice)
KW - Literature reviews
KW - Markets
KW - Performance measurement
KW - Public transit
KW - Quality of service
KW - Supply and demand
UR - http://www.ce.utexas.edu/prof/bhat/REPORTS/5178_R1_rev_Sept05.pdf
UR - https://trid.trb.org/view/859415
ER -
TY - RPRT
AN - 01511609
AU - United States Federal Highway Administration
TI - Trinity Parkway, from IH-35E/SH-183 to US-175/SH-310, Dallas County : environmental impact statement
PY - 2005/02//Volumes held: Draft, Supplement to the draft(2v), Dsup2
KW - Environmental impact statements
KW - Texas
UR - https://trid.trb.org/view/1295933
ER -
TY - RPRT
AN - 01160540
AU - Bennert, Thomas
AU - Maher, Ali
AU - Center for Advanced Infrastructure and Transportation
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
AU - Research and Innovative Technology Administration
TI - The Development of a Performance Specification for Granular Base and Subbase Material
PY - 2005/02//Final Report
SP - 55p
AB - The research project encompassed evaluating the performance of New Jersey Department of Transportation (NJDOT) specified aggregates at the respective NJDOT gradation ranges (high end, middle, and low end) and providing guidance as how to modify the gradation ranges to provide better performance in the field. Currently, the NJDOT specifies the use of granular materials by gradation only. However, it is well known that the gradation of granular materials has a dramatic impact on its performance. Therefore, base and subbase materials were sampled from three regions in the state and evaluated under the following performance tests: permeability (falling and constant head conditions), triaxial shear strength, cyclic triaxial loading, California Bearing Ratio (CBR) and resilient modulus. Testing was also conducted on recycled asphalt pavement (RAP) and recycled concrete (RCA) to evaluate their potential use as base and subbase materials. Materials were tested at their respective natural gradations and at manufactured gradations which represented the NJDOT high, middle, and low areas of the gradation specification in order to provide guidance as how to better refine the current NJDOT gradation specification. Testing concluded that the gradation has an impact on each material and source tested. On average, permeability increased with increasing coarse fraction and decreasing percent fines. The triaxial strength increased as coarse fraction increased; however, the permanent deformation measured from the cyclic triaxial test indicated that at the gap-graded high end of the gradation band, instability was prevalent for the rounded subbase aggregates. This is most likely due to rounded aggregate particles not interlocking during loading (The gradation of this type of material is very similar to the non-stabilized open graded base layer that the NJDOT has used in the past). The resilient modulus testing followed a similar trend. Overall, the closer the aggregate gradation was to the middle/high side of the NJDOT gradation specification, the better the performance. The testing of the RAP, RCA, and their blends with the base material, showed that as the % RAP increased in the blend, both the CBR value and permeability decreased. RAP also caused larger permanent deformations during the cyclic triaxial testing. The inclusion of RCA provided the largest CBR, largest resilient modulus, and lowest permanent deformation values. However, as the % RCA increased, the blend’s permeability decreased.
KW - Aggregate gradation
KW - Base course (Pavements)
KW - California bearing ratio
KW - Granular bases
KW - Modulus of resilience
KW - Pavement performance
KW - Performance based specifications
KW - Permeability
KW - Recycled asphalt pavements
KW - Recycled concrete
KW - Rutting
KW - Shear strength
KW - Subbase (Pavements)
KW - Subbase materials
KW - Triaxial shear tests
UR - http://cait.rutgers.edu/files/FHWA-NJ-2005-003.pdf
UR - http://ntl.bts.gov/lib/55000/55700/55791/FHWA-NJ-2005-003.PDF
UR - https://trid.trb.org/view/920683
ER -
TY - RPRT
AN - 01108770
AU - Sun, Dazhi
AU - Benekohal, Rahim F
AU - Girianna, Montty
AU - University of Illinois, Urbana-Champaign
AU - Illinois Department of Transportation
AU - Federal Highway Administration
TI - GIS-Based Intersection Inventory System (GIS-IIS): Integrating GIS, Traffic Signal Data and Intersection Images
PY - 2005/02//Project Report
SP - 38p
AB - This study developed a GIS-based Intersection Inventory System (GIS-IIS) for the signalized intersections on the state-maintained highway system of Illinois Department of Transportation (IDOT) District 6. GIS-IIS is a tool to have an easy access to intersection inventory data, photographs, and videos of each approach as well as an ability to query the information. It is set up to be expended to include other types of intersection related data. Procedures were developed to field data collection and processing along with a process for integrating multimedia and other traffic signal information into the GIS framework. It is recommended to expand the scope of GIS-IIS so it becomes a statewide intersection inventory system. The methods of expanding GIS-IIS to create a comprehensive information system that incorporates information such as traffic, geometric, construction, maintenance, and intersection accident data should be studied.
KW - Crash data
KW - Geographic information systems
KW - Information systems
KW - Interchanges and intersections
KW - Real time information
KW - Signalized intersections
KW - Traffic information
KW - Traffic signal control systems
UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-136.pdf
UR - https://trid.trb.org/view/867560
ER -
TY - RPRT
AN - 01108641
AU - Tutumluer, Erol
AU - Pan, Tongyan
AU - Carpenter, Samuel H
AU - University of Illinois, Urbana-Champaign
AU - Federal Highway Administration
TI - Investigation of Aggregate Shape Effects on Hot Mix Performance Using an Image Analysis Approach
PY - 2005/02//Final Report
SP - 249p
AB - The objectives of this Federal Highway Administration (FHWA) pooled fund research project included the measurement of imaging based volumetric and morphological indices of coarse aggregates and their correlations with laboratory and field performance results of asphalt concrete mixes as a wave of future in the development of asphalt pavement science and technology. The study partners were the National Center for Asphalt Technology (NCAT), state highway agencies of Alabama, Georgia, Indiana, Minnesota, Mississippi, Missouri, Montana, and South Carolina, and the FHWA Central Federal Lands and Highways Division. In Phase I of the study, the readily available image analysis device, University of Illinois Aggregate Image Analyzer (UIAIA), was used for validation and development of imaging based morphological indices, i.e., flat and elongated (F&E) ratio, angularity index (AI) and surface texture (ST) index, of the coarse aggregate used in the national NCAT Pavement Test Track rutting study and in typical asphalt mixes obtained from the pooled fund participating agencies. In Phase II, all UIAIA determined NCAT coarse aggregate shape indices indicated good correlations individually with the field rutting data from the NCAT Pavement Test Track with the ST index giving the best correlation and the AI giving the next best correlation. The UIAIA determined coarse aggregate shape indices were also correlated to the laboratory resilient modulus and permanent deformation test results of the participating agency specimens. For a total of 18 Superpave asphalt mix designs studied, the effects of the AI and ST indices on the hot mix asphalt resilient moduli and permanent deformations were especially significant from the test results when evaluated according to the below the restricted zone (BRZ) aggregate gradations. The resilient modulus test data, when grouped according to asphalt binder grade and/or stiffness, generally demonstrated a much better relationship with the coarse aggregate morphology. The increased stability and reduced permanent deformation or rutting potential trends of the most dense graded asphalt mixtures studied herein using the UIAIA approach were more favorably influenced primarily by the increased surface texture or roughness property of coarse aggregate particles.
KW - Aggregate gradation
KW - Angularity
KW - Coarse aggregates
KW - Hot mix asphalt
KW - Imaging systems
KW - Performance tests
KW - Superpave
KW - Surface treatment (Pavements)
KW - Texture
UR - http://www.ict.uiuc.edu/Publications/report%20files/TES-137.pdf
UR - https://trid.trb.org/view/868192
ER -
TY - RPRT
AN - 01104412
AU - Singh, Priyanka
AU - Labi, Samuel A
AU - McCullouch, Bob G
AU - Sinha, Kumares C
AU - Purdue University/Indiana Department of Transportation JHRP
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - An Evaluation of the Cost-Effectiveness of Warranty Contracts in Indiana
PY - 2005/02//Final Report
SP - 179p
AB - In a bid to ensure cost-effective highway construction practices, highway agencies constantly seek ways to accelerate project design and delivery through implementation of innovative contracting and procurement practices. The concept of warranties, which is one of such promising practices, involves a shift of the burden of construction quality control, product performance and product maintenance from the owner to the contractor. As such, warranty projects are expected to enhance product quality and service life, and ultimately, reduced life-cycle cost. The expected benefits of warranty projects, however, could be offset by their historically higher construction costs. It is therefore necessary to evaluate the costs and benefits of warranty contracts vis-à-vis traditional contracts so that the more cost-effective practice can be identified. The present study reviewed the state of warranty practice in highway pavement construction in Indiana and elsewhere, collects data on warranty and traditional contracts, and carried out statistical analyses to evaluate the relative costs, effectiveness and cost-effectiveness of these two alternative contracting practices. Effectiveness was measured in terms of average pavement condition and pavement service life, and costs were expressed in annualized costs per lane-mile. All costs were adjusted for inflation and economy of scale. The study confirmed that the warranty contracts generally have higher agency costs than traditional contracts, but produced pavements that were superior to their traditional counterparts in terms in average pavement condition (rutting, cracking and roughness) and service life. It was determined that the typical projected treatment life of warranty contract pavement was 25 years while similar traditional contract pavements had a service life of 15 years. Also, the average construction period and resulting workzone user costs were lower for warranty contract pavements. The medium-term cost-effectiveness analysis showed that when the analysis is carried out over a relatively short period of 5-years (the typical warranty period), the warranty pavement contracts are not as cost-effective as their traditional counterparts. However, the long-term cost-effectiveness analysis (which used treatment service life as the analysis period) clearly indicated that the warranty contracts are generally more cost-effective than traditional contracts. The study results suggest that the superiority of warranty projects over traditional projects is more discernible when both cost and effectiveness are viewed over the entire life of the pavement treatment.
KW - Contract administration
KW - Cost effectiveness
KW - Indiana
KW - Pavement cracking
KW - Pavement design
KW - Pavement performance
KW - Paving
KW - Road construction
KW - Roughness
KW - Rutting
KW - Service life
KW - Warranty
UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1742&context=jtrp
UR - https://trid.trb.org/view/864159
ER -
TY - RPRT
AN - 01104032
AU - Abu-Farsakh, Murad Yusuf
AU - Almohd, Izzaldin
AU - Louisiana Transportation Research Center
AU - Federal Highway Administration
TI - Development of Laboratory Testing Facility for Evaluation of Base-Soil Behavior under Repreated Loading: Phase 1: Feasibility Study
PY - 2005/02//Final Report
SP - 74p
AB - Accelerated load testing of paved and unpaved roads is the application of a large number of load repetitions in a short period of time. This type of testing is an economic way to determine the behavior of roads and compare different materials, structures, and construction alternatives for the design of highways under a large number of load applications. Currently, numerous accelerated pavement testing (APT) facilities are being used worldwide. Heavy vehicle simulators (HVS) and the cyclic load actuators are the most commonly used facilities. Smaller scale model-testing facilities are also available. This report presents a feasibility and cost-efficiency study for different accelerated load facilities to determine the most useful facility for conducting comparative studies and preliminary investigations on paved/unpaved roads along with the Accelerated Load Facility (ALF) at the Louisiana Transportation Research Center (LTRC). Heavy vehicle simulators (wheel beam assembly), cyclic load actuators, and the Model Mobile Load Simulator (MMLS) were reviewed and compared based on the literature findings, personal communication with researchers, and coordinating site visits to selected facilities. The comparisons included the applications, advantages, limitations, and costs of each of the three alternative facilities. Based on the feasibility study, the MMLS was excluded due to its limited influence depth reasoned by the wheel size and wheel load. The HVS and the cyclic load actuators were found to be more useful for base, subbase, and subgrade related studies. Due to various applications, and based on the inherent advantages of both facilities (speed and cost), the cyclic load actuator facility has been recommended for research purposes at the LTRC. This facility can be used for wide range of research related to asphalt concrete layers, base course layers, subgrade layers, and the reinforcement layers. Its compact size and speed of testing will allow for more preliminary investigations prior to ALF testing.
KW - Accelerated loading facilities
KW - Accelerated tests
KW - Base course (Pavements)
KW - Cost effectiveness
KW - Costs
KW - Feasibility analysis
KW - Heavy vehicle simulators
KW - Louisiana Accelerated Loading Facility
KW - Model mobile load simulators
KW - Pavements
KW - Repeated loads
KW - Subbase (Pavements)
KW - Subgrade (Pavements)
UR - http://www.ltrc.lsu.edu/pdf/2008/fr_396.pdf
UR - https://trid.trb.org/view/863979
ER -
TY - RPRT
AN - 01104024
AU - Bruce, Robert N
AU - Russell, Henry G.
AU - Roller, John J
AU - Tulane University
AU - Louisiana Transportation Research Center
AU - Federal Highway Administration
TI - Fatigue and Shear Behavior of HPC Bulb-Tee Girders
PY - 2005/02//Final Report
SP - 77p
AB - Five 96-ft (29.3-m) long, 72-in. (1.83-m) deep, precast, pretensioned bulb- tee girders were tested to evaluate their behavior under flexural fatigue. Three of the girders were also tested to measure their static shear strength. One girder was tested after the fatigue test to measure its flexural strength. The five girders had a design concrete compressive strength of 10,000 psi (69.0 MPa) and incorporated 0.6-in. (15.2-mm) diameter, Grade 270, low relaxation prestressing strands. The shear reinforcement quantities at the ends of three girders were selected to evaluate the applicability of the shear strength design provisions of the AASHTO "Standard Specifications for Highway Bridges" and the AASHTO "LRFD Bridge Design Specifications." Shear reinforcement consisted of conventional bars or deformed welded wire reinforcement. The five prestressed concrete girders were produced in a commercial plant. Prior to testing, a 10-ft (3.05-m) wide reinforced concrete deck slab was added to each girder. Three girders were intentionally cracked at midspan before the start of the fatigue test. Two girders were uncracked. After completion of fatigue testing, the three intentionally cracked girders were cut in half and the six girder ends tested to evaluate static shear strength. The cracked bulb-tee girders performed satisfactorily under 5 million cycles of flexural fatigue loading when the tensile stress in the extreme fiber of the bottom flange was limited to a maximum value of 610 psi (4.21 MPa). When the concrete tensile stress was 750 psi (5.17 MPa) or larger, fatigue fractures of the prestressing strand in the cracked girders occurred, and the fatigue life of the girder was reduced. However, the uncracked girders performed satisfactorily under 5 million cycles of flexural fatigue loading when the tensile stress was 600 and 750 psi (4.14 and 5.17 MPa). The measured flexural strength of one girder, after being subjected to 5 million cycles of flexural fatigue loading, exceeded the strengths calculated according to the AASHTO "Standard Specifications for Highway Bridges" and the AASHTO "LRFD Bridge Design Specifications" using both design and measured material properties. Measured shear strengths of six bulb-tee girder ends consistently exceeded the strengths calculated according to the AASHTO "Standard Specifications for Highway Bridges" and the AASHTO "LRFD Bridge Design Specifications" using both design and measured material properties. Based on the results of the shear tests, the existing limitation of 60,000 psi (414 MPa) for the design yield stress of transverse reinforcement cited in both AASHTO specifications is conservative. Higher reinforcement yield strengths can be utilized in the design of prestressed concrete beams. Welded wire deformed reinforcement can be used as an equally effective alternate to deformed bars as shear reinforcement.
KW - AASHTO LRFD Bridge Design Specifications
KW - AASHTO Standard Specifications for Highway Bridges
KW - Bulbtee girders
KW - Compressive strength
KW - Design standards
KW - Fatigue (Mechanics)
KW - Flexural strength
KW - Girders
KW - High performance concrete
KW - Prestressed concrete
KW - Prestressing strands
KW - Reinforcing bars
KW - Shear reinforcement
KW - Shear strength
KW - Tensile stress
KW - Welded wire fabrics
KW - Yield strength
UR - http://www.ltrc.lsu.edu/pdf/2005/fr_395.pdf
UR - https://trid.trb.org/view/863978
ER -
TY - RPRT
AN - 01075351
AU - Federal Highway Administration
TI - State Route 152 in Merced County, beginning near Volta Road west of Los Banos, bypassing Los Banos, and ending the Santa Fe Grade Road : environmental impact statement
PY - 2005/02//Volumes held: Draft
KW - California
KW - Environmental impact statements
UR - https://trid.trb.org/view/834745
ER -
TY - RPRT
AN - 01062249
AU - Federal Highway Administration
TI - 101/Oregon Coast Highway reconstruction, Pacific Way in the city of Gerhart to Dooley Bridge in the city of Seaside, Clatsop County : environmental impact statement
PY - 2005/02//Volumes held: Draft, F
KW - Environmental impact statements
KW - Oregon
UR - https://trid.trb.org/view/821745
ER -
TY - RPRT
AN - 01025526
AU - Gabler, H Clay
AU - Gabauer, Douglas J
AU - Bowen, David
AU - Rowan University
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Cross Median Crashes
PY - 2005/02//Final Report
SP - 177p
AB - The objective of this research project has been to evaluate the post-impact performance of two different median barrier systems installed in New Jersey: (1) a three-strand cable median barrier system installed on I-78, and (2) a modified thrie beam median barrier system installed on I-80. The subject research program has evaluated the performance of the I-78 and I-80 median barrier designs in three ways: (1) through finite element modeling, (2) through field investigation of crashes into the subject barriers, and (3) through a survey of the median barrier experience of other state departments of transportation. Although the focus of this study has been on the I-78 and I-80 median barrier designs, the results of this study are expected to provide new insight into the performance of and potential improvements to the design of future median barrier in New Jersey.
KW - Cable barriers
KW - Crash investigation
KW - Crashes
KW - Cross median accidents
KW - Design
KW - Evaluation
KW - Finite element method
KW - Highway safety
KW - Median barriers
KW - New Jersey
KW - Performance
KW - Three-strand cable
KW - Thrie beams
UR - https://trid.trb.org/view/782540
ER -
TY - RPRT
AN - 01022926
AU - Trejo, David
AU - Aguiniga, Francisco
AU - James, Ray W
AU - Keating, Peter B
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Design, Construction, and Maintenance of Bridge Decks Utilizing GRFP Reinforcement
PY - 2005/02//Product
SP - 72p
AB - Fiber-reinforced polymers (FRP) are being increasingly used in the construction industry. One application is to use FRP bars as reinforcement in concrete. Because glass fiber-reinforced polymer (GFRP) bars are now being used, guidance is needed on how to design, construct, and maintain reinforced concrete structures containing this reinforcement. This report provides a discussion on design issues related to GFRP-reinforced bridge decks and is followed by a design example. Recommendations for possible modifications to the 1998 American Association of State Highway Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications have been provided. In addition, some guidelines on the construction and maintenance of GFRP-reinforced systems are provided. It should be noted that more research and field work is needed to provide standardize guidelines. This report provides guidance using the information available and the user should use sound engineering judgment in the design, construction, and maintenance of GFRP-reinforced structures.
KW - AASHTO LRFD Bridge Design Specifications
KW - Bridge decks
KW - Bridge design
KW - Concrete structures
KW - Construction industry
KW - Fiber reinforced polymers
KW - Glass fiber reinforced plastics
KW - Guidelines
KW - Maintenance
KW - Polymers
KW - Recommendations
KW - Reinforced concrete
KW - Reinforcement (Engineering)
UR - https://trid.trb.org/view/775805
ER -
TY - RPRT
AN - 01019043
AU - Decker, Rand
AU - MSI -- Foothill/InterAlpine
AU - Wyoming Department of Transportation
AU - Federal Highway Administration
TI - Avalanche Hazard Reduction using Wind Drift Disrupters (Snow Sails) Phase I and Phase II
PY - 2005/02//Final Report
SP - 48p
AB - As a consequence of the rapid urbanization of the greater Jackson, Wyoming area, the hazard, to motorists and Wyoming Department of Transportation (WYDOT) maintenance personnel, from an active avalanche path at milepost 151 on U.S. 89/191 has increased dramatically. U.S. 89/191 is a principal arterial in and out of Jackson with an annualized average daily traffic (AADT) of 11,000. Winter use, though considerably less is still significant. The purpose of this project was to develop, design, and test the feasibility of deploying on-site structures that would disrupt the flow of the southerly wind that carries snow into the milepost 151 avalanche starting zone. Snow sails are a form of passive avalanche starting zone defense, designed to use the inherent energy of the wind to disrupt the snowpack in an avalanche starting zone and inhibit the formation of coherent, continuous avalanche wind-slabs. A pilot phase deployment of four snow sails was initially installed in the 151 avalanche starting zone. The performance of these snow sails was evaluated in terms of their ability to disrupt the snowpack. These sails disrupted the snowpack depositional pattern sufficiently that a full deployment of 50 sails was subsequently installed. A snow sail performance assessment and evaluation was conducted. This assessment and evaluation lead to the following results: The snow sails have reduced the 151 avalanche hazard, but have not eliminated it. The 151 site continues to avalanche to the road, at a rate of 1.0 per year, versus 1.5 per year prior to snow sail installation. The following recommendations are made: When severe winter storms occur, the 151 site should be addressed with (artificial explosive) avalanche control measures. The snow sail project - an attempt to address the 151 avalanche hazard with a cost-effective solution - has partially achieved its goals. However, investigations into novel and traditional avalanche hazard reduction technologies for implementation at the 151 site is warranted.
KW - Avalanche starting zone
KW - Avalanches
KW - Evaluation and assessment
KW - Feasibility analysis
KW - Hazards
KW - Highway safety
KW - Jackson (Wyoming)
KW - Performance
KW - Snow
KW - Snow and ice control
KW - Snow sails
KW - Wind
KW - Wind slabs
KW - Winter
KW - Winter maintenance
UR - http://ntl.bts.gov/lib/31000/31700/31716/WYDOT_151_AVAL_SSS_FINAL_REPORT.pdf
UR - https://trid.trb.org/view/771787
ER -
TY - RPRT
AN - 01016493
AU - Zhang, Zhanmin
AU - Kawa, Izydor
AU - Hudson, W R
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Impact of Changing Traffic Characteristics and Environmental Conditions on Performance of Pavements
PY - 2005/02//Technical Report
SP - 90p
AB - Critical to the AASHTO pavement design methods are the AASHTO load equivalency factors (LEFs), which are used to convert the mixed traffic axle loads into standard 18-kip equivalent single axle loads (ESALs). Over the years the composition and characteristics of traffic using Texas highways have changed. At the same time, NAFTA has accelerated such changes in the sense that more trucks, primarily moving through mid-western states, Texas, and Mexico, are traveling on Texas highways. In addition, the original AASHO Road Test was conducted at a site whose environmental conditions significantly differ from those environmental conditions found in Texas. It is therefore critical to fully understand the impact of such changing traffic characteristics and environmental conditions on pavements in Texas. This report (1) presents the methodology used to analyze the impact of these factors on the AASHTO LEFs and (2) discusses the results.
KW - American Association of State Highway and Transportation Officials
KW - Equivalent single axle loads
KW - Highway traffic
KW - Load equivalency factors
KW - Methodology
KW - Pavement design
KW - Pavement performance
KW - Texas
KW - Traffic characteristics
KW - Trucks
KW - Weather and climate
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_1713_2.pdf
UR - https://trid.trb.org/view/772419
ER -
TY - RPRT
AN - 01007202
AU - Sullivan, John M
AU - Winkler, Christopher B
AU - Hagan, Michael R
AU - University of Michigan Transportation Research Institute
AU - Federal Highway Administration
TI - Work Zone Safety ITS: Smart-Barrel for an Adaptive Queue-Warning System
PY - 2005/02//Final Technical Report
SP - 118p
AB - A broad concept has been developed for a Work-Zone Safety ITS System that would provide a distributed, queue-warning system that automatically adapts to the current traffic-flow situation in and upstream of the work zone. The core element of the system is a "smart barrel"--an ordinary appearing traffic-control barrel containing an inexpensive speed sensor and equipped with a simple, adjustable signaling system and the necessary equipment for communication to a central controller. The study focused on initial investigations of two critical elements of such a system: (1) an inexpensive, but sufficiently capable speed sensor and (2) a simple but effective signaling system. Three prototype speed sensors were developed and evaluated in a limited field study. They used active infrared, passive infrared, and magnetic sensor technologies, respectively. The active infrared system was found to be the most accurate but consumed the most power--an important factor for a device that will be battery-powered in the field. The passive infrared system was nearly as accurate and required the least power of the three approaches. Simple signaling schemes were also prototyped and presented to drivers in a pilot experiment using a driving simulator. Both subjective opinions about the utility of the system and objective measures of driving performance were collected. Results suggest that drivers find the adaptive systems more helpful than static road signs and there is evidence for systematic change in their driving performance indicative of enhanced safety.
KW - Accuracy
KW - Communication devices
KW - Energy consumption
KW - Infrared detectors
KW - Intelligent transportation systems
KW - Magnetic detectors
KW - Prototypes
KW - Speed detectors
KW - Traffic barrels
KW - Traffic control devices
KW - Traffic queuing
KW - Warning systems
KW - Work zone safety
UR - https://trid.trb.org/view/763211
ER -
TY - RPRT
AN - 01003780
AU - Lee, Jae-Joon
AU - Hummer, Joseph E
AU - Rouphail, Nagui M
AU - North Carolina State University, Raleigh
AU - North Carolina State University, Raleigh
AU - North Carolina Department of Transportation
AU - Federal Highway Administration
TI - False Capacity for Lane Drops
PY - 2005/02//Final Report
SP - 125p
AB - Lane drops downstream of signalized intersections are found on many urban and suburban streets and highways. Since drivers tend to avoid using the short lane due to the potential for stressful merges downstream of the signal, the short lane is typically under-utilized. Previous research indicates that the default lane utilization factors in the Highway Capacity Manual (HCM) appear to overestimate traffic in the short lane. The purpose of this project was to develop models to predict lane utilization factors for six defined intersection types and to assess how a lane drop affects safety near intersections. Traffic, signal, and collision data were collected at 94 sites in North Carolina. Based on 15 candidate factors, multiple regression models were developed for the purpose of predicting the lane utilization factor. This study found that the downstream lane length and traffic intensity positively correlate with the lane utilization factor, and that some geometric variables at the approach may also influence lane utilization. Collision data analysis results show that collision rates downstream of an intersection decline as the distance to a lane drop increases. The results also show that the lane drop type does not affect collision rates upstream and downstream of intersections. Many of the results derived from this study are consistent with previous research. The models developed should provide designers and traffic engineers with concrete methods to improve lane utilization when lane drops are contemplated. A re-assessment of the effect of lane utilization on capacity is recommended, since models in the HCM consistently overestimate delay for all types of lane drop intersections with low lane utilization.
KW - Crash data
KW - Data collection
KW - Highway capacity
KW - Highway Capacity Manual
KW - Lane drops
KW - Lane utilization factors
KW - Multiple regression analysis
KW - North Carolina
KW - Signalized intersections
KW - Traffic data
KW - Traffic safety
UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2003-07FinalReport.pdf
UR - http://ntl.bts.gov/lib/25000/25000/25044/2003-07FinalReport.pdf
UR - https://trid.trb.org/view/760257
ER -
TY - RPRT
AN - 01003752
AU - Khattak, Asad J
AU - Stone, John R
AU - Letchworth, William E
AU - Rasmussen, Ben K
AU - Schroeder, Bastian J
AU - University of North Carolina, Chapel Hill
AU - North Carolina State University, Raleigh
AU - North Carolina Department of Transportation
AU - Federal Highway Administration
TI - Traditional Neighborhood Development Trip Generation Study
PY - 2005/02//Final Report
SP - 275p
AB - Since the beginning of the new urbanist movement, alternately referred to as Traditional Neighborhood Developments (TNDs), planners and architects have touted their neighborhood and community designs for reducing residents' reliance on the automobile by creating compact, mixed use, and pedestrian-friendly developments. However, researchers have not explicitly examined how travel behavior and traffic impacts differ in a tightly controlled comparison of conventional and traditional developments. Additionally, current forecasting models and trip generation procedures need to be tested for their applicability to these new developments. This report aims to fill that void by studying a matched-pair of neighborhoods: one conventional and one traditional. The neighborhoods are located in the Chapel Hill/Carrboro area of North Carolina. Traffic counts were taken at all entrances and exits to the developments, and a detailed behavioral survey of the residents was conducted in the two neighborhoods during 2003. The results show that households in Southern Village, the TND, make about the same amount of total trips, but significantly fewer automobile trips, fewer external trips and they travel fewer miles, when compared to households in the conventional neighborhoods. However, this reduction of trips in a suburban environment does little to decrease delay at "over-designed" intersections along major highways. Finally, ITE trip generation methods and rates are acceptable for predicting the trip generation of the study neighborhoods. The implications of these results are discussed in the report.
KW - Carrboro (North Carolina)
KW - Case studies
KW - Chapel Hill (North Carolina)
KW - Households
KW - Impact studies
KW - Neighborhoods
KW - New urbanism
KW - Real estate development
KW - Suburbs
KW - Traffic counts
KW - Travel behavior
KW - Travel surveys
KW - Trip generation
KW - Vehicle miles of travel
UR - http://www.ncdot.org/planning/development/research/download/2003-13FinalReport.pdf
UR - https://trid.trb.org/view/759889
ER -
TY - RPRT
AN - 01003356
AU - Fitzpatrick, Kay
AU - Wooldridge, Mark D
AU - Blaschke, Joseph D
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Urban Intersection Design Guide: Volume 2 - Applications
PY - 2005/02
SP - 324p
AB - Intersections are an important part of a highway facility because the efficiency, safety, speed, cost of operation, and capacity of the facility depend on their design to a great extent. Each intersection involves through- or cross-traffic movements on one or more of the highways and may involve turning movements between these highways. Such movements may be facilitated by various geometric designs and traffic controls, depending on the type of intersection. The main objective of intersection design is to facilitate the convenience, comfort, and safety of people traversing the intersection while enhancing the efficient movement of motor vehicles, buses, trucks, bicycles, and pedestrians. In order to design intersections that are both functional and effective, designers need current information regarding intersection design that is easily accessible and in a user-friendly format. The prime objective of the Texas Department of Transportation (TxDOT) Project 0-4365 is to produce this reference document, the "Urban Intersection Design Guide," to provide this information. This document is presented in two volumes, of which this is Volume 2 - Applications. This project is designed to provide TxDOT and other interested parties with useful and practical information on operations and design for intersections.
KW - Applications
KW - Geometric design
KW - Guidelines
KW - Highway traffic control
KW - Intersections
KW - Urban areas
UR - http://ntl.bts.gov/lib/24000/24900/24988/Final_0-4365-P2-Vol-2.pdf
UR - https://trid.trb.org/view/759657
ER -
TY - RPRT
AN - 01003355
AU - Fitzpatrick, Kay
AU - Wooldridge, Mark D
AU - Blaschke, Joseph D
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Urban Intersection Design Guide: Volume 1 - Guidelines
PY - 2005/02
SP - 382p
AB - Intersections are an important part of a highway facility because the efficiency, safety, speed, cost of operation, and capacity of the facility depend on their design to a great extent. Each intersection involves through- or cross-traffic movements on one or more of the highways and may involve turning movements between these highways. Such movements may be facilitated by various geometric designs and traffic controls, depending on the type of intersection. The main objective of intersection design is to facilitate the convenience, comfort, and safety of people traversing the intersection while enhancing the efficient movement of motor vehicles, buses, trucks, bicycles, and pedestrians. In order to design intersections that are both functional and effective, designers need current information regarding intersection design that is easily accessible and in a user-friendly format. The prime objective of the Texas Department of Transportation (TxDOT) Project 0-4365 is to produce this reference document, the "Urban Intersection Design Guide," to provide this information. This document is presented in two volumes, of which this is Volume 1 - Guidelines. This project is designed to provide TxDOT and other interested parties with useful and practical information on operations and design for intersections.
KW - Geometric design
KW - Guidelines
KW - Highway traffic control
KW - Intersections
KW - Urban areas
UR - https://trid.trb.org/view/759656
ER -
TY - RPRT
AN - 01001563
AU - Carson, Jodi L
AU - Holick, Andrew
AU - Park, Eun Sug
AU - Wooldridge, Mark
AU - Zimmer, Richard A
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Development and Evaluation of an Active Warning Device for School Bus Loading and Unloading Points in Areas of Limited Visibility
PY - 2005/02
SP - 102p
AB - The primary objectives of this research project were: (1) to develop an active advance warning device (AAWD) comprised of an actuated flashing beacon supplement to a conventional SCHOOL BUS STOP AHEAD sign (S3-1) and (2) to evaluate its effect on driver performance and safety through school bus loading and unloading zones. Secondary objectives were to summarize system components and costs, develop an activation strategy, review the liability risk, review national experience related to safety, and provide guidance regarding specifications and use in Texas. With respect to safety, 37 of 46 studies reported a positive effect resulting from AAWDs. Findings from field studies conducted in Texas also suggest favorable results with confirmed reductions in vehicle approach speeds when the flashing beacon was activated. Costs for the final AAWD are estimated to be $2,000 for the S3-1 sign and flashing beacons and $2,600 for the flashing beacon activation system, not including sign installation or ongoing maintenance and operations costs. A review of published literature and historic case law suggests minimal additional liability risk above what is already experienced by transportation departments. Unique areas of risk relate to "jurisdictional responsibility" for establishing, operating, and maintaining school bus loading and unloading zones and the hazard expectation tied to the flashing beacon activation (i.e., motorists may not exercise the same degree of caution when the bus is not present and the beacons are not flashing despite children being present at the bus stop). Given the favorable safety impacts, the low system cost, and the minimal additional liability risk incurred, the AAWD is recommended for further implementation.
KW - Costs
KW - Field studies
KW - Flashing beacons
KW - Liability
KW - Loading and unloading
KW - School buses
KW - School safety
KW - Traffic safety
KW - Warning devices
UR - http://tti.tamu.edu/documents/0-4749-1.pdf
UR - https://trid.trb.org/view/757455
ER -
TY - RPRT
AN - 01002816
AU - Ruiz, J Mauricio
AU - Rasmussen, Robert O
AU - Chang, George K
AU - Dick, Jason C
AU - Nelson, Patricia K
AU - Transtec Group, Incorporated
AU - Federal Highway Administration
TI - Computer-Based Guidelines for Concrete Pavements. Volume II--Design and Construction Guidelines and HIPERPAV II User's Manual
PY - 2005/02//Final Report
SP - 173p
AB - This report documents enhancements incorporated in the "HIgh PERformance PAVing" [HIPERPAV (Registered trademark)] II software. Enhancements made within this project include the addition of two major modules: a module to predict the performance of Jointed Plain Concrete Pavement (JPCP) as affected by early-age factors and a module to predict the early-age behavior (first 72 hr) and early life (up to 1 yr) of Continuously Reinforced Concrete Pavement (CRCP). Two additional Federal Highway Administration studies were also incorporated: one that predicts dowel bearing stresses as a function of environmental loading during the early age and a module for optimization of concrete paving mixes as a function of 3-day strength, 28-day strength, and cost. Additional functionality to the software also was incorporated by reviewing and prioritizing the feedback provided by users of the first generation of the software, HIPERPAV I. This volume provides a comprehensive set of guidelines useful in designing and constructing both JPCP and CRCP. In addition, this document provides sample case studies that illustrate the proper use of HIPERPAV II to optimize concrete pavement behavior and contains a user's manual for HIPERPAV II.
KW - Case studies
KW - Computer program documentation
KW - Concrete pavements
KW - Continuously reinforced concrete pavements
KW - Guidelines
KW - HIPERPAV (Computer program)
KW - Optimization
KW - Pavement design
KW - Road construction
KW - Software
KW - Software enhancements
UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/04122/04122.pdf
UR - https://trid.trb.org/view/758859
ER -
TY - RPRT
AN - 01002026
AU - Ellis, Ralph
AU - University of Florida, Gainesville
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - Development of Procedures for Utilizing Pit Proctors in the FDOT Construction Process for Construction of Pavement Base Materials
PY - 2005/02//Final Report
SP - 75p
AB - An investigation of the feasibility of establishing density proctors for mine sources providing pavement base materials to Florida Department of Transportation projects was conducted. Research procedure involved statistical analysis of test data from 69 mines for the period 1999-2004. Additionally, field densities and field laboratory proctor densities were compared to mine test values. Procedures for offering an option to utilize a previously established mine proctor in lieu of laboratory proctor testing of project delivered material was suggested. The proposed alternative would eliminate the 4 to 5 day waiting time for laboratory proctor results.
KW - Base course (Pavements)
KW - Density
KW - Materials tests
KW - Mineral aggregates
KW - Mines
KW - Pits
KW - Quality control
KW - Test procedures
UR - https://trid.trb.org/view/757648
ER -
TY - RPRT
AN - 01001997
AU - Ellis, Ralph
AU - Washburn, Scott S
AU - University of Florida, Gainesville
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - Developing Improved Procedures for Business Accommodation on Transportation Construction Projects
PY - 2005/02//Final Report
SP - 126p
AB - Recognizing that transportation construction projects can adversely impact adjacent businesses, the Florida Department of Transportation sponsored this research project with two primary objectives: to determine the business accommodation needs and priorities for different types of businesses; and to develop strategies for improving business accommodation during transportation construction projects. Business managers of businesses located within highway construction work zones were interviewed concerning their experiences and needs. Focus group meetings of business representatives were conducted. Current planning, design and construction management processes were reviewed with regard to business accommodation issues. Strategies for improving business accommodation were developed. This research resulted in the development of a Business Survey Specification and Survey Document.
KW - Businesses
KW - Construction management
KW - Construction projects
KW - Customer satisfaction
KW - Economic impacts
KW - Focus groups
KW - Interviewing
KW - Questionnaires
KW - Road construction
KW - Strategic planning
KW - Surveys
KW - Work zones
UR - https://trid.trb.org/view/757649
ER -
TY - RPRT
AN - 01001595
AU - Chang-Albitres, Carlos M
AU - Krugler, Paul E
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - A Summary of Knowledge Management Information Gathered from Literature, Web Sites, and State Departments of Transportation
PY - 2005/02
SP - 50p
AB - This product documents the information gathered and reviewed by the research team during the initial task of this project. The assessment of knowledge management state-of-the-art included a review of books, technical papers, articles, web sites, and software products. In addition, the research team interviewed knowledge management program planners from the Pennsylvania Department of Transportation and the Virginia Department of Transportation. The purpose of this review was to assure that the Texas Department of Transportation and the research team benefit from earlier knowledge management concept development as well as the experiences of others.
KW - Interviewing
KW - Knowledge management
KW - Literature reviews
KW - Managerial personnel
KW - Software
KW - State of the art studies
KW - Websites (Information retrieval)
UR - http://tti.tamu.edu/documents/0-4505-P1.pdf
UR - http://ntl.bts.gov/lib/56000/56100/56116/TX-0-4505-P1.PDF
UR - https://trid.trb.org/view/757465
ER -
TY - RPRT
AN - 01001579
AU - Lomax, Timothy J
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Incorporating the Effect of Operational Improvements in the Texas Congestion Index Estimation Process
PY - 2005/02
SP - 32p
AB - The Texas Metropolitan Mobility Plan (TMMP) includes estimates of congestion derived from the regional transportation planning models. This report describes modifications to the output statistics to incorporate the effects of freeway entrance ramp metering, freeway incident management, arterial signal coordination and arterial street access management. The technique was applied to the base year models for the eight TMMP study regions. The technique uses locally available data and an Excel (Registered trademark) spreadsheet-based process.
KW - Access control (Transportation)
KW - Arterial highways
KW - Estimating
KW - Freeways
KW - Incident management
KW - Mathematical models
KW - Ramp metering
KW - Spreadsheets
KW - Texas
KW - Traffic congestion
KW - Traffic signal control systems
KW - Transportation planning
UR - https://trid.trb.org/view/757454
ER -
TY - RPRT
AN - 01001565
AU - Fry, Gary T
AU - Bailey, Breanna M
AU - Farr, Justin L
AU - Elliott, Jeffrey E
AU - Keating, Peter B
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Behavior and Design of Dapped Steel Plate Girders
PY - 2005/02
SP - 174p
AB - The objective of this project is to provide a technical basis for the standardized design of dapped girder ends on steel highway bridges. The dapped end girder details investigated in this project, both as test specimens and analytical models, were based upon designs that are in service in the state of Texas. Analytical and full-scale experimental investigations were performed to provide information about the fatigue behavior and the ultimate strength behavior of the dapped girder ends considered in the study. Several engineering recommendations are forwarded based upon the results of the investigations.
KW - Dapped girder ends
KW - Design
KW - Fatigue (Mechanics)
KW - Finite element method
KW - Girders
KW - Highway bridges
KW - Mathematical models
KW - Prototype tests
KW - Steel plates
KW - Ultimate strength
UR - http://d2dtl5nnlpfr0r.cloudfront.net/tti.tamu.edu/documents/0-2102-1.pdf
UR - https://trid.trb.org/view/757464
ER -
TY - RPRT
AN - 01001557
AU - Chrysler, Susan T
AU - Schrock, Steven D
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Field Evaluations and Driver Comprehension Studies of Horizontal Signing
PY - 2005/02
SP - 86p
AB - This report presents field studies in response to horizontal signing applications and a driver comprehension study of route guidance pavement markings. Speed reduction treatments included simple transverse lines, CURVE AHEAD text, CURVE text with advisory speed, and curve arrows with advisory speed. Research showed that warnings with advisory speeds were more effective than those that simply warned of an upcoming curve. Directional arrows on two-way frontage roads to reduce wrong-way movements were also evaluated. One site was evaluated in a before-after study and showed a great reduction of wrong-way movements after installation of directional arrows at the terminus of the freeway exit ramp. Researchers also assessed driver comprehension of an assortment of route guidance shields, text, and curve warnings. Drivers preferred route shields to text for exit lane assignment. Drivers demonstrated good comprehension of curve warning treatments.
KW - Advisory speed signing
KW - Before and after studies
KW - Comprehension
KW - Directional arrows
KW - Field studies
KW - Frontage roads
KW - Highway curves
KW - Off ramps
KW - Road markings
KW - Route guidance
KW - Route signs
KW - Traffic signs
KW - Warning signs
KW - Wrong way driving
UR - https://trid.trb.org/view/757457
ER -
TY - RPRT
AN - 01001477
AU - Mitchell, Gayle F
AU - Masada, Teruhisa
AU - Sargand, Shad M
AU - Tarawneh, Bashar
AU - Ohio University, Athens
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - Risk Assessment and Update of Inspection Procedures for Culverts
PY - 2005/02//Final Report
SP - 428p
AB - A new culvert inspection rating system was developed by the Ohio Department of Transportation (ODOT) and described in their 2003 Culvert Inspection Manual. The Ohio Research Institute for Transportation and the Environment (ORITE) developed a proposed rating system and tested it and the ODOT system on 60 culverts in 8 of 12 ODOT Districts across the state: 25 concrete culverts, 25 metal culverts, and 10 thermoplastic pipe culverts. The ODOT rating system rates 16 items on a 0 to 9 point scale, while the proposed system considers 30-33 items on the same 0 to 9 point scale. This scale represents an improvement over the 4-point (good, fair, poor, critical) scale in use in Ohio since 1982. The inspection results indicate that concrete culverts have a service life limited to 70-80 years, and metal culverts have a service life limited to 60-65 years. A multivariable regression analysis of the inspection data found that for concrete culverts, age and pH were significant factors in both rating systems, while drainage flow abrasiveness was also a significant factor in the ODOT system. For the concrete culverts, the ODOT system had a higher adjusted R-squared value and detected more significant factors; the adjusted R-squared values were 0.45 and 0.39 for the ODOT and proposed systems, respectively. A larger sample size would have improved the level of accuracy and the number of significant factors. The multivariable analysis of the metal culvert inspection data found that the significant factors were age, rise, and culvert type. Abrasiveness, pH, and flow velocity were also significant factors in the proposed system. The proposed system had a higher adjusted R-squared value and detected more significant factors; the adjusted R-squared values were 0.75 and 0.43 for the proposed and ODOT systems, respectively. The sample size of thermoplastic culverts was too small to permit a meaningful statistical analysis. A risk assessment of the culverts was conducted based on the NCHRP Report 251 using an adjusted overall culvert rating. The adjusted ratings for the concrete culverts were between 2 and 6 in both systems, with one culvert requiring a highest priority of maintenance immediacy of action and two requiring high priority maintenance immediacies of action; the rest were rated between 4 (priority for the current season) and 6 (schedule work by the end of next season). Results for the metal culverts were similar, with the exception that only two culverts required a high level of maintenance immediacy of action. The adjusted ratings for the thermoplastic pipe culverts ranged from 6 (add to scheduled work by end of next season) to 9 (no repairs needed) in the ODOT system and from 5 (place in current season schedule at first reasonable opportunity) to 9 (no repairs needed) in the proposed system. A number of innovative culvert rehabilitation techniques were discussed, including slip-lining, cured-in-place pipe, invert replacement using concrete or gunite, filling voids, and repairing sleeves for localized problems.
KW - Concrete culverts
KW - Culverts
KW - Innovation
KW - Inspection
KW - Maintenance management
KW - Metal culverts
KW - Multivariate analysis
KW - Procedures
KW - Ratings
KW - Regression analysis
KW - Rehabilitation (Maintenance)
KW - Risk assessment
KW - Thermoplastic pipe culverts
UR - http://www.dot.state.oh.us/research/2005/Hydraulics/14813FR.pdf
UR - http://ntl.bts.gov/lib/56000/56000/56064/OH_14813FR.PDF
UR - https://trid.trb.org/view/757130
ER -
TY - RPRT
AN - 01001459
AU - Chou, Eddie Y
AU - Fournier, Laurent
AU - Wielinski, Jason
AU - Rao, Chetana
AU - Titus-Glover, Leslie
AU - University of Toledo
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Guidelines for Subgrade Treatment
PY - 2005/02//Final Report
SP - 129p
AB - The Ohio Department of Transportation has recently developed guidelines for subgrade treatments to be used during plan development and construction. This study evaluates these guidelines by comparing them with existing guidelines developed elsewhere and validating them through comparison of the actual treatment methods and quantities used with those suggested by the guidelines. Soil boring data and construction record from 7 reconstruction and 2 new construction projects were obtained. Actual treatment methods and quantities were obtained from the project field offices. Dynaflect deflection data, when available, were analyzed to determine their usefulness in subsurface assessments. "Geotechnical Bulletin GB1 on Plan Subgrades" criteria for excess moisture content predicted the undercut quantity reasonably well, but the criteria for acceptable moisture content tend to underpredict the undercut quantity in many cases, likely due to increased soil moisture content after removal of existing pavement. For reconstruction projects, the average undercut depths (i.e., the overall undercut quantities) versus the corresponding SPT N sub L values seem to fall reasonably well within the upper bound provided in the Section 204 guidelines. However, the actual undercut depths vary significantly even for soils with similar or same N sub L values. Actual undercut depth and quantity are somewhat correlated with the average SPT N sub L value, Dynaflect W5 deflection, and soil moisture content. The regression equation developed has a coefficient of determination (or R-squared value) as high as 0.71.
KW - Deflection
KW - Dynaflect
KW - Guidelines
KW - Moisture content
KW - Soil penetration test
KW - Subgrade (Pavements)
KW - Treatment
UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A58844442
UR - https://trid.trb.org/view/757124
ER -
TY - RPRT
AN - 01001278
AU - Stoeckenius, Till E
AU - Rao, Sandhya
AU - Environ International Corporation
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - Effective Control Measures at High Particulate Pollution Areas: Analysis of Data from the 2002 Phoenix Greenwood Study
PY - 2005/02//Final Report
SP - 47p
AB - Annual average PM10 concentrations at the Greenwood monitoring station in western Phoenix have exceeded the Environmental Protection Agency's (EPA's) annual average air quality standard and are higher on average than values observed at the West Phoenix monitor, which is located just 2.2 mi (3.5 km) to the northwest. While the West Phoenix site is in a residential area away from any major thoroughfares, the Greenwood monitor is located just 330 ft (0.10 km) south of I-10 and within a half mile of the heavily traveled I-10/I-17 interchange. Data collected during a field measurement program conducted in the spring of 2000 were analyzed to determine the extent to which the nearby roadways influence PM10 levels at Greenwood. Analyses of the field data showed evidence of stronger on-road mobile source impacts at Greenwood than at other nearby sites, including West Phoenix. Dispersion modeling of mobile source emissions showed that on-road sources contribute 3.6 to 4.2 times as much PM10 at Greenwood as at three nearby sites (West Phoenix, Autoyard, and the Phoenix Supersite). These results were combined with monitoring data, a recent PM2.5 emissions inventory for Phoenix, and results of a receptor modeling study at Supersite to estimate that the average on-road mobile source PM10 impact at Greenwood is approximately 30 microg/cu m, which represents 54% of the total observed PM10. Local traffic sources within roughly a half-mile radius of Greenwood are estimated to account for 66% of the total mobile source impact or approximately 20 microg/cu m or 36% of the total observed PM10.
KW - Air quality
KW - Dispersion models
KW - Field data
KW - Interchanges
KW - Interstate highways
KW - Mobile sources
KW - Particulates
KW - Phoenix (Arizona)
KW - Residential areas
KW - Road dust
KW - Standards
UR - http://ntl.bts.gov/lib/24000/24900/24967/AZ496.pdf
UR - https://trid.trb.org/view/756884
ER -
TY - RPRT
AN - 01001253
AU - Kalny, Ondrej
AU - Peterman, Robert J
AU - Kansas State University, Manhattan
AU - Kansas Department of Transportation
AU - Federal Highway Administration
TI - Performance Investigation of a Fiber Reinforced Composite Honeycomb Deck for Bridge Applications
PY - 2005/02//Final Report
SP - 118p
AB - This report focuses mainly on the evaluation of stiffness and ultimate load-carrying capacity of Glass Fiber Reinforced Polymer (GFRP) honeycomb sandwich panels, with a sinusoidal core, used in bridge applications. Evaluation of fatigue performance is also included. Sixteen full scale panels with cross-section depths ranging from 5 in. (125 mm) to 31.5 in. (800 mm), instrumented with electrical resistance strain gages, displacement transducers, acoustic emission sensors and optical fibers for strain measurement, have been tested. A complete summary of experimental results is provided for each test, typically in the form of graphs of load vs. deflection and load vs. strain for all measured channels and photographs of failure modes. Coupon tests and shear tests on double lap specimens provided information about constituent material properties. The effect of width-to-depth ratio on unit stiffness was shown to be insignificant for panels with a constant depth of 6 in. (150 mm) and width-to-depth ratios between one and five. A simple analytical formula for bending and shear stiffness, based on the material properties and geometry of a transformed section, was found to predict deflections within 20% accuracy. Although some factors influencing the ultimate load carrying capacity were clearly identified in this study, a reliable analytical prediction of the ultimate flexural capacity was not attained. This is due to the fact that failures occur in the bond lines between the outer faces and core, and that significant geometric variations along these bond lines can exist due to the wet layup process--even for theoretically identical specimens. Therefore, the use of wraps or internal ties (seven tested specimens had external wraps) is recommended. This serves to strengthen the relatively weak core-face interface and, as the research suggests, it could bring more consistency in determining the ultimate load-carrying capacity by shifting the ultimate failure from the resin bond material to the glass fibers. A preliminary proposal for design procedure of such wraps is presented. Finally, several 3D Finite Element models were developed and analyzed in order to better understand the behavior of these complex structural systems.
KW - Bearing capacity
KW - Bridge decks
KW - Deflection
KW - Design methods
KW - Fatigue (Mechanics)
KW - Finite element method
KW - Glass fiber reinforced plastics
KW - Honeycomb structures
KW - Laboratory tests
KW - Panels
KW - Sandwich construction
KW - Stiffness
KW - Strain measurement
KW - Wraps (Structural reinforcement)
UR - ftp://ftp.mdt.mt.gov/research/LIBRARY/FHWA-KS-04-1.PDF
UR - http://ntl.bts.gov/lib/55000/55700/55782/FHWA-KS-04-1.PDF
UR - http://ntl.bts.gov/lib/55000/55700/55783/FHWA-KS-04-1-PART2.PDF
UR - https://trid.trb.org/view/756855
ER -
TY - CONF
AN - 01000997
AU - Turnbull, Katherine F
AU - Texas Transportation Institute
AU - Battelle
AU - Federal Highway Administration
TI - Managing Travel for Planned Special Events: First National Conference Proceedings, December 1-3, 2004, New Orleans, Louisiana
PY - 2005/02//Technical Report
SP - n.p.
AB - This report documents the proceedings of the Managing Travel for Planned Special Events: First National Conference. The Conference was held in New Orleans, Louisiana on December 1-3, 2004. The proceedings summarize the presentations from the plenary sessions and the breakout sessions. The breakout sessions were organized into eight tracks. The topics of these eight tracks were Regional Planning and Coordination; Event-Specific Operations Planning; Traffic Management and Security Plans for Stadiums and Arenas; Intelligent Transportation Systems (ITS) Support and Applications; Traffic Management Plans; Transit and Travel Demand Management; Security and Contingency Planning; and Traffic Management Team Day-of-Event Activities. These planned special events are important components of the economy wherever they are held, whether in major cities, small communities, or rural venues. In addition, planned special events can greatly affect the area's traffic and the transportation system. Managing travel for special events requires the coordinated efforts of transportation and transit agencies, law enforcement and emergency services departments, security personnel, venue operators, and other groups. These proceedings provide information of use to transportation professionals and other individuals in planning and operating transportation systems for special events. This document may be found at the FHWA website http://ops.fhwa.dot.gov/program_areas/sp-evnts-mgmt.htm.
U1 - Managing Travel for Planned Special EventsAmerican Association of State Highway and Transportation Officials (AASHTO)American Public Transportation AssociationAmerican Public Works AssociationFederal Highway AdministrationInstitute of Transportation Engineers (ITE)ITS AmericaNational Trust for Historic PreservationPublic Technology, IncorporatedTransportation Research Board Committee on Freeway OperationsTransportation Research Board Traffic Signal Systems Committee511 Deployment CoalitionNew Orleans,Louisiana,United States StartDate:20041201 EndDate:20041203 Sponsors:American Association of State Highway and Transportation Officials (AASHTO), American Public Transportation Association, American Public Works Association, Federal Highway Administration, Institute of Transportation Engineers (ITE), ITS America, National Trust for Historic Preservation, Public Technology, Incorporated, Transportation Research Board Committee on Freeway Operations, Transportation Research Board Traffic Signal Systems Committee, 511 Deployment Coalition
KW - Arenas
KW - Conferences
KW - Coordination
KW - Intelligent transportation systems
KW - Management
KW - Operations
KW - Planning
KW - Public transit
KW - Regional planning
KW - Security
KW - Special events
KW - Stadiums
KW - Traffic control
KW - Travel
KW - Travel demand management
UR - http://www.ops.fhwa.dot.gov/program_areas/conf1204/index.htm
UR - https://trid.trb.org/view/756680
ER -
TY - RPRT
AN - 01000949
AU - Fitzpatrick, Kay
AU - Schneider, William H
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Turn Speeds and Crashes within Right-Turn Lanes
PY - 2005/02
SP - 88p
AB - Right-turn lanes are used to provide space for the deceleration and storage of turning vehicles and to separate the turning vehicles from the through movement. When larger corner radii are used at the right turn, vehicles can turn at higher speeds (thereby minimizing the speed differential between turning and through vehicles) and can more efficiently merge with the cross-street traffic. A concern with the higher operating speed is the challenge it provides pedestrians attempting to cross the street. Equations are available for predicting speeds on a horizontal curve; however, these equations should not be used for predicting speeds in a right turn. This project analyzed the impact of right-turn lane treatments on vehicle speeds and vehicle safety using nine intersections for the safety study and 18 approaches for the speed study. Each approach for the speed study had an exclusive right-turn lane that was separated from the through lane with either a lane line or with a raised corner island. The corner radii ranged between 27 and 86 ft. The speed study included only free-flow right-turning vehicles. The 85th percentile speed near the middle of the right turn ranged from 13 to 21 mph while on the approach it ranged from 17 to 29 mph. Speed prediction equations were developed. For the nine intersections included in the crash study, the monthly crash rate for a shared lane with island (0.67 right-turn crashes per approach per year) was the highest of the treatments studied. The next highest was the right-turn lane with island design with 0.21 right-turn crashes per approach per year.
KW - 85th percentile speed
KW - Crash rates
KW - Intersections
KW - Operating speed
KW - Pedestrian safety
KW - Right turn lanes
KW - Turning radius
UR - https://trid.trb.org/view/756701
ER -
TY - RPRT
AN - 01001014
AU - Wornum, Christopher
AU - Hodge, Daniel
AU - Weisbrod, Glen
AU - Colby, Julie
AU - Lynch, Teresa
AU - Payne, Rod
AU - Benson, Mark
AU - Ang-Olson, Jeff
AU - Cambridge Systematics, Incorporated
AU - Montana Department of Transportation
AU - Federal Highway Administration
TI - Montana Highway Reconfiguration Study
PY - 2005/02//Final Report
SP - 330p
AB - The 2001 Montana State legislature and Governor’s Office directed the Department (MDT) to conduct a study examining the economic impact of reconfiguring the State’s major two-lane highways. To achieve this overall goal, the Governor created the Reconfiguration Study Steering Committee (RSSC) to guide the Highway Reconfiguration Study. The RSSC developed a scope of work for a consultant team that called for the development of an analytical tool box that would give MDT the ability to evaluate the economic benefits and costs of highway investments anywhere in the State that could be expected to generate significant economic benefits for the State as a whole. The consultant team, led by Cambridge Systematics, Inc., evaluated all of the available tools used for state-of the-practice benefit/cost analysis of highway investments. Their findings led to their development of the Highway Economic Analysis Tool (HEAT). HEAT combines seven automated and linked modules into a software package that MDT will operate in-house. Once fully tested, HEAT will become a fourth performance measure for MDT’s Performance Programming Process (P3), which at present includes bridge preservation, pavement preservation, and congestion relief.
KW - Benefit cost analysis
KW - Economic impacts
KW - Highway Economic Analysis Tool (HEAT)
KW - Investments
KW - Montana
KW - Reconfiguration
KW - Software packages
KW - Two lane highways
UR - http://www.mdt.mt.gov/research/reconfigstdy/
UR - http://ntl.bts.gov/lib/45000/45800/45857/final_report79.pdf
UR - https://trid.trb.org/view/756738
ER -
TY - RPRT
AN - 00989310
AU - Kranc, S C
AU - Cromwell, C J
AU - Rabens, C J
AU - Collier, N
AU - Fast, B
AU - University of South Florida, Tampa
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - EXPERIMENTAL INVESTIGATION AND ANALYSIS OF FLOW UNDER BARRIER WALLS
PY - 2005/02
SP - 61 p.
AB - This report details a performance analysis for flow through inertial attenuators currently used by the Florida Department of Transportation for pavement drainage. Experiments were conducted using full size models of one inlet configuration (Index 415 barrier) and empirical relationships for capacity were derived. A computational model for system design was formulated from this information.
KW - Barriers (Roads)
KW - Drainage
KW - Mathematical models
KW - Performance
KW - Prototype tests
KW - Runoff
KW - System design
UR - http://www.fdot.gov/research/Completed_Proj/Summary_RD/FDOT_BC353_27_rpt.pdf
UR - https://trid.trb.org/view/755077
ER -
TY - RPRT
AN - 00989264
AU - Kumarasena, S
AU - Jones, N P
AU - Irwin, P
AU - Taylor, P
AU - HNTB Corporation
AU - Missouri Department of Transportation
AU - Federal Highway Administration
TI - WIND INDUCED VIBRATION OF STAY CABLES
PY - 2005/02
SP - 260 p.
AB - Cable-stayed bridges have become the form of choice over the past several decades for bridges in the medium to long span range. In some cases serviceability problems involving large amplitude vibrations of stay cables under certain wind and rain conditions have been observed. This study was conducted in order to develop a set of consistent design guidelines for mitigation of excess cable vibration on cable-stay bridges. In order to accomplish this objective the Project Team started with a thorough review of existing literature to determine the state of knowledge and identify any gaps that must be filled in order to enable the formation of a consistent set of design recommendations. This review indicated that while the rain/wind problem is known in sufficient detail, galloping of dry inclined cables was the most critical wind-induced vibration mechanism in need of further experimental research. A series of wind-tunnel tests was performed to study this mechanism. Analytical and experimental research was performed to study mitigation methods, covering a range of linear and nonlinear dampers and cross-ties. The study also included brief studies on live load induced vibration and establishing driver/pedestrian comfort criteria. Based on the above, design guidelines for mitigation of wind-induced vibrations of stay cables were developed.
KW - Bridge design
KW - Cable stayed bridges
KW - Comfort
KW - Dampers
KW - Drivers
KW - Galloping of cables
KW - Guidelines
KW - Literature reviews
KW - Live loads
KW - Pedestrians
KW - Railroad ties
KW - Research
KW - Testing
KW - Vibration
KW - Vibration control
KW - Wind
KW - Wind tunnels
UR - http://library.modot.mo.gov/RDT/reports/Ri98034/RDT05004.pdf
UR - http://ntl.bts.gov/lib/24000/24900/24932/RDT05004.pdf
UR - https://trid.trb.org/view/755040
ER -
TY - RPRT
AN - 00989257
AU - Stephens, J E
AU - McKittrick, L R
AU - Montana State University, Bozeman
AU - Montana Department of Transportation
AU - Federal Highway Administration
TI - PERFORMANCE OF STEEL PIPE PILE-TO-CONCRETE BENT CAP CONNECTIONS SUBJECT TO SEISMIC OR HIGH TRANSVERSE LOADING: PHASE II
PY - 2005/02
SP - 151 p.
AB - The response of a concrete filled, steel pipe pile-to-concrete pile cap connection subjected to extreme lateral loads was experimentally and analytically investigated in this project. This connection is part of a bridge support system used by the Montana Department of Transportation that consists of a linear array of piles connected at the top by a concrete pile cap. Five 1/2 size models of this connection were tested to failure under monotonically increasing and/or cyclic lateral loads. The primary attribute of the connection that was varied between tests was the amount and layout of the reinforcing steel in the pile cap. The depth of embedment of the pipe pile in the cap was held constant. The first tests were done on lightly reinforced pile cap cross-sections, and failure occurred in the pile caps due to tensile cracking of the concrete and yielding of the reinforcing steel adjacent to the pile. In subsequent connections, the amount of reinforcing steel in the cap was increased, and its arrangement was modified, until a plastic hinge occurred in the pipe pile before failure of the cap occurred. The behavior of each connection was analyzed using hand calculations, strut and tie models, and solid finite element models. The hand calculations accurately predicted the nature of the failure mechanism for each connection, but only poorly predicted the magnitude of the failure load. The strut and tie models used in this investigation were created and analyzed using conventional structural analysis software. The resulting models offered significant detail relative the response throughout the pile cap, but were unable to fully represent yielding of the reinforcing steel and the attendant redistribution of stresses within the cap. Sufficiently promising results were obtained relative to predicting the load and location at which inelastic behavior will initiate, that this analysis methodology possibly should be pursued further. Finally, though finite element models were not successfully used to model the damage cycle through cyclic loads as originally hoped, they did prove useful for extracting 3D information leading up to a state of permanent damage. They also show immediate promise for modeling responses to monotonic load conditions, particularly for analysis where concrete damage is not the controlling failure mechanism.
KW - Bridge substructures
KW - Concrete
KW - Cracking
KW - Depth
KW - Embedment (Building)
KW - Failure
KW - Finite element method
KW - Lateral loads
KW - Mathematical models
KW - Pile caps
KW - Piles (Supports)
KW - Reinforcing steel
KW - Scale models
KW - Steel pipe
KW - Structural analysis
KW - Structural connection
KW - Strut and tie method
KW - Tensile strength
KW - Testing
UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/seismic/phaseii/final_report.pdf
UR - http://www.mdt.mt.gov/research/projects/structures/seismic.shtml
UR - http://ntl.bts.gov/lib/45000/45800/45870/final_report92.pdf
UR - http://ntl.bts.gov/lib/45000/45800/45871/final_report93.pdf
UR - https://trid.trb.org/view/755033
ER -
TY - RPRT
AN - 00989218
AU - Ruiz, J M
AU - Rasmussen, R O
AU - Chang, G K
AU - Dick, J C
AU - Nelson, P K
AU - Ferragut, T R
AU - Transtec Group, Incorporated
AU - Federal Highway Administration
TI - COMPUTER-BASED GUIDELINES FOR CONCRETE PAVEMENTS. VOLUME I - PROJECT SUMMARY
PY - 2005/02
SP - 106 p.
AB - This report documents enhancements incorporated in the HIigh PERformance PAVing (HIPERPAV) II software. Enhancements made within this project include the addition of two major modules: a module to predict the performance of jointed plain concrete pavement (JPCP) as affected by early-age factors, and a module to predict the early-age behavior (first 72 hr) and early life (up to 1 yr) of continuously reinforced concrete pavement (CRCP). Two additional Federal Highway Administration studies were also incorporated: one that predicts dowel bearing stresses as a function of environmental loading during the early age, and a module for optimization of concrete paving mixes as a function of 3-day strength, 28-day strength, and cost. Additional functionality to the software was also incorporated by reviewing and prioritizing the feedback provided by users of the first generation of the software, HIPERPAV I. To accomplish the above, an extensive literature search was conducted in search of mechanistic and mechanistic-empirical models that could be used for this purpose. A system approach was followed for incorporating additional developments in the software following the same methodology employed during the development of the original HIPERPAV I software. Evaluation of the enhancements was accomplished with the help of a Technical Expert Panel. Likewise, validation of the model predictions was accomplished by employing existing databases and investigation of pavements during construction and in service.
KW - Concrete pavements
KW - Continuously reinforced concrete pavements
KW - Guidelines
KW - High performance concrete
KW - Literature reviews
KW - Optimization
KW - Pavement design
KW - Software
KW - Software enhancements
KW - Validation
UR - http://www.hiperpav.com/downloads/FHWA-HRT-04-121.pdf
UR - https://trid.trb.org/view/754995
ER -
TY - RPRT
AN - 00989214
AU - Youtcheff, J
AU - Wijayatilleke, N
AU - Shenoy, A
AU - Federal Highway Administration
TI - EVALUATION OF THE LABORATORY ASPHALT STABILITY TEST
PY - 2005/02
SP - 50 p.
AB - The Laboratory Asphalt Stability Test (LAST) was proposed by the researchers of the National Cooperative Highway Research Program (NCHRP) Project 9-10 as a possible new method to evaluate the storage stability of modified asphalts. The test involved exposing the binders with and without mechanical agitation at elevated temperatures for extended lengths of time to assess the thermal stability of the binders. The Federal Highway Administration was assigned the responsibility for evaluating the LAST. The task involved (a) procuring a commercial version of the LAST, (b) correcting perceived deficiencies, and (c) evaluating the test method thoroughly.
KW - Asphalt mixtures
KW - Bituminous binders
KW - Evaluation
KW - Laboratory tests
KW - Test procedures
KW - Thermal stability
UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/04111/04111.pdf
UR - https://trid.trb.org/view/754991
ER -
TY - RPRT
AN - 00989194
AU - Senn, L
AU - Boselly, E
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - ARROWS EVALUATION
PY - 2005/02
SP - 24 p.
AB - In a June 2002 meeting, winter maintenance managers at the Washington State Department of Transportation (WSDOT) said that more accurate forecasts, that told not only where but when inclement weather was due, would be a valuable tool to aid them in keeping Washington State highways safe and passable during winter months. In response, the WSDOT Intelligent Transportation Systems (ITS) Office teamed with the University of Washington Department of Atmospheric Sciences to build weather information and forecasting Web pages specifically tailored to the managers' desires and needs. The result was the development of the ARROWS Web pages, made available to all WSDOT winter maintenance managers for the 2003-2004 winter season. WSDOT subsequently conducted an in-house survey to determine what ARROWS users thought about the usefulness and presentation of information. This report presents the results of that survey, which have been used as input to the continuing development of ARROWS.
KW - Maintenance management
KW - Road weather information systems
KW - Surveys
KW - Washington (State)
KW - Weather forecasting
KW - Websites (Information retrieval)
KW - Winter maintenance
UR - https://trid.trb.org/view/754978
ER -
TY - RPRT
AN - 00987785
AU - Amini, F
AU - Jackson State University
AU - Mississippi Department of Transportation
AU - Federal Highway Administration
TI - POTENTIAL APPLICATIONS OF PAVING FABRICS TO REDUCE REFLECTIVE CRACKING
PY - 2005/02
SP - 45 p.
AB - Asphalt concrete overlay on the existing pavement is often used as a cost-saving surface treatment for deteriorating pavements. A major problem encountered with asphalt resurfacing is the phenomenon termed reflective cracking, the propagation of existing cracks from old or existing pavement into the new overlay. Reflective cracking is one of the most significant factors in pavement deterioration. It is caused by shear and tensile stresses in the asphalt layer induced by traffic loads, change in temperature, expansive subgrade soils, moisture changes, existing cracks, and joint and crack movements in the underlying pavement. In this project, the available literature on the applications and effectiveness of stress-relieving interlayers, known as paving fabrics, to reduce reflective cracking is synthesized. Basic functions of paving fabrics, fabric specifications, mechanism, long-term performance, life cycles and cost effectiveness, factors influencing performance, recent innovations, and lessons learned from installation are discussed. In addition, a survey of the current paving fabric applications in the State of Mississippi was conducted to determine the various practices and performances of the paving fabric systems to reduce reflective cracking. The field performance of overlays using fabric interlayers has generally been successful, although there have been cases where the paving fabric systems provided little or no improvements. In particular, paving fabrics may not reduce cracking significantly with thin overlays. A summary of current practices as well as possible directions for future research is reported.
KW - Bituminous overlays
KW - Cost effectiveness
KW - Fabrics
KW - Future
KW - Innovation
KW - Life cycle costing
KW - Literature reviews
KW - Mississippi
KW - Performance
KW - Reflection cracking
KW - Research
KW - Shear stress
KW - Specifications
KW - State of the practice
KW - Stress relieving interlayers
KW - Surveys
KW - Tensile stress
UR - http://ntl.bts.gov/lib/25000/25100/25102/FINAL_REPORT_SS_174.pdf
UR - http://ntl.bts.gov/lib/44000/44500/44565/State_Study_174_-_Potential_Applications_of_Paving_Fabrics_to_Reduce_Reflective_Cracking.pdf
UR - https://trid.trb.org/view/753658
ER -
TY - RPRT
AN - 00987711
AU - Sippel, C
AU - Cramer, S
AU - University of Wisconsin, Madison
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - EFFECTS OF GROUND GRANULATED BLAST FURNACE SLAG IN PORTLAND CEMENT CONCRETE
PY - 2005/02
SP - 70 p.
AB - This research examined the impact of cement replacements with Grade 100 ground granulated blast furnace slag (GGBFS) on portland cement concrete performance. GGBFS was used to replace 0%, 30% and 50% of cement in a series of mixes with w/cm = 0.45 where primary variables were coarse aggregate type, cement manufacturer, and curing regime. The primary performance measures were compressive strength development and deicer freeze-thaw scaling resistance. The results show that the amount of time needed to reach 3000 psi traffic opening strength more than doubled from 3 days to 7 days with 30% GGBFS and to 10 days with 50% GGBFS. GGBFS concrete strength becomes comparable to ordinary portland cement concrete after 56 days. Deicer freeze-thaw scaling tended to increase with increasing GGBFS levels and appeared to be tied to the level of carbonation at the surface. Traditional curing methods were less effective with GGBFS concrete in providing a durable surface. In summary, under certain conditions Grade 100 GGBFS can be used successfully in Wisconsin pavements. The seemingly minor variations that result from different mix constituents in portland cement concrete appear to be accentuated in GGBFS concrete. A 50% GGBFS cement replacement level usually results in unsatisfactory performance from primarily a scaling perspective. A 30% GGBFS cement replacement level will often be acceptable but the outcome depends on the specific constituents and curing methods used.
KW - Carbonation
KW - Compressive strength
KW - Concrete curing
KW - Deicing chemicals
KW - Freeze thaw durability
KW - Granulated slag
KW - Performance
KW - Portland cement concrete
KW - Scaling (Concrete)
KW - Water cement ratio
UR - http://minds.wisconsin.edu/bitstream/handle/1793/53318/0092-05-01%2520Final%2520Report.pdf
UR - http://wisdotresearch.wi.gov/wp-content/uploads/02-14afurnaceslag1.pdf
UR - https://trid.trb.org/view/753616
ER -
TY - RPRT
AN - 00987649
AU - Andereck, K L
AU - Ng, E
AU - Tourism Consultants
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - ARIZONA HIGHWAYS MAGAZINE'S IMPACT ON TOURISM: IMPROVING CONSTRUCTION COMMUNICATION
PY - 2005/02
SP - 84 p.
AB - The purpose of this study was to: 1) examine the effect of "Arizona Highways Magazine" (AHM) on tourism to and in Arizona; 2) determine trip characteristics of AHM subscribers traveling in Arizona; and 3) calculate a benefit/cost ratio for AHM based on the magazine's cost and revenues as well as the value-added economic impact due to it's influence on travel. Findings suggest that: (1) A very high percentage of AHM subscribers have taken trips in Arizona over the past five years, with many visiting multiple times. As well, many in-state subscribers have taken day trips in the state in the same time period, again often multiple times. (2) Most out-of-state subscribers stay for about a week when they visit, most often traveling with a spouse or partner. In-state subscribers are much more likely than other groups to travel with friends. (3) Almost half of out-of-state subscribers stay in a hotel/motel while on their trips in Arizona, but quite a high percentage stay in a private home (friend or relative). (4) Out-of-state subscribers are very likely to visit friends and family during the visit (about two-thirds), but they also drive to view scenery, engage in natural area activities as well as cultural heritage activities, and shop. (5) Subscribers in general can be considered "product involved" when it comes to Arizona as a travel destination; they have very positive perceptions of the state as a destination and are very interested in learning more about it. (6) Subscribers use AHM fairly extensively as a source of travel information. They report the magazine has substantially increased their interest in Arizona travel, and is helpful with respect to making travel plans. Subscribers feel the photographs in the magazine especially increase their interest in traveling in Arizona. (7) About 35% of out-of-state subscribers who visited in the past five years indicated that AHM influenced them to visit Arizona on their most recent trip. Another 11% indicated they stayed some extra time due to AHM. (8) In addition to its influence on visitors' decision to select Arizona as a destination, the magazine especially influenced decisions related to specific destinations or attractions and choices regarding travel routes. (9) Subscribers have spent an average of over $136.4 million annually over the past five years, and $34.7 million of those expenditures can be directly attributed to AHM and its influence on the travel behavior of out-of-state subscribers. Given AHM's annual cost of $9.6 million, this amounts to a benefit/cost ratio of 3.6 to 1 at the very least.
KW - Advertising
KW - Arizona
KW - Arizona highways (Periodical)
KW - Benefit cost analysis
KW - Decision making
KW - Economic impacts
KW - Expenditures
KW - Impacts
KW - Tourism
KW - Traveler information and communication systems
KW - Travelers
UR - http://ntl.bts.gov/lib/24000/24900/24973/AZ568.pdf
UR - https://trid.trb.org/view/753551
ER -
TY - RPRT
AN - 00987628
AU - Miller, J S
AU - Goswami, A K
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - PROVIDING TECHNICAL ASSISTANCE IN AN ENVIRONMENT OF UNCERTAINTY: A CASE STUDY IN COORDINATING TRANSPORTATION AND LAND USE
PY - 2005/02
SP - 38 p.
AB - This study examined the feasibility of just one approach to coordinating transportation and land use planning. The lack of such coordination in the United States has been the subject of much criticism. In rural areas, the locality usually controls land development decisions whereas the state generally controls transportation decisions. In Virginia, Botetourt County and the Virginia Department of Transportation (VDOT) initiated a pilot planning process to coordinate transportation and land use planning. In that process, VDOT personnel served as staff for the county, which was the client. The immediate goal of this effort was a scenarios analysis. Botetourt specified potential zoning scenarios for consideration, and VDOT estimated the likely impacts of each scenario on the immediate transportation network. Botetourt benefited from this relationship by having access to engineering staff who can provide a quantitative analysis of delay at key intersections, and VDOT benefited by helping to ensure that Botetourt had the opportunity to consider the transportation impacts in its zoning decisions. To support this scenarios development, three additional deliverables were developed: a data element protocol, an action plan, and a template for replicating this process with other Virginia counties. Seven steps comprise this template: (1) define a problem statement quickly, imperfectly, and iteratively; (2) use quick updates to resolve shortcomings; (3) maintain momentum; (4) keep everyone updated equally; (5) recognize that the county is the client; (6) dedicate staff; and (7) end the process with a tangible deliverable. Details of how these steps were accomplished are provided to facilitate the transfer of these lessons to other counties and VDOT.
KW - Botetourt County (Virginia)
KW - Case studies
KW - Coordination
KW - Forecasting
KW - Impacts
KW - Intergovernmental relations
KW - Land use
KW - Technical assistance
KW - Transportation planning
KW - Virginia Department of Transportation
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-r20.pdf
UR - http://ntl.bts.gov/lib/37000/37200/37219/05-r20.pdf
UR - https://trid.trb.org/view/753530
ER -
TY - RPRT
AN - 00988036
AU - Henry, Karen S
AU - Olson, James P
AU - Farrington, Stephen P
AU - Lens, John
AU - U.S. Army Cold Regions Research and Engineering Laboratory
AU - Vermont Agency of Transportation
AU - Federal Highway Administration
TI - IMPROVED PERFORMANCE OF UNPAVED ROADS DURING SPRING THAW
PY - 2005/02//Technical Report
SP - 179 p.
AB - Unpaved roads in Vermont are subject to deterioration from seasonal freezing and thawing, and many towns have roads that suffer chronic serviceability problems during the so-called "spring thaw," or mud season. Several techniques thought to mitigate deterioration of unpaved roads during spring thaw were constructed on test sections of unpaved roads in two towns. Each potential remedy was aimed at providing some combination of limiting the availability of moisture in the winter, improving drainage during spring, and strengthening the upper portion of the road. Each technique used local and/or commercially available materials, and all were easy to construct, i.e., a town road crew could build them. For two spring thaw seasons, the authors compared strength estimates based on dynamic cone penetrometer tests and the percentage of the road surface rutted for treated and control sections. Methods that permanently improved the strength of the top 12 inches of the road or decreased the water content of the upper 12 inches of the road resulted in significant performance improvement during spring thaw. Cement and cellular confinement systems worked well by improving the strength of the upper layers of the soil. Two new techniques--geowrap, comprising clean sand sandwiched by geotextile separators placed 12-18 inches deep, and the patented Geosynthetic Capillary Barrier Drain--provided benefit by keeping the upper layers of the soil relatively dry. Geogrid and geotextile separators placed 12 inch deep and trench drains parallel to the road provided no observable benefit.
KW - Capillary water
KW - Cement
KW - Cone penetrometers
KW - Drainage
KW - Freeze thaw durability
KW - Geogrids
KW - Geosynthetics
KW - Geotextiles
KW - Geowrap
KW - Moisture content
KW - Mud
KW - Pavement performance
KW - Ruts (Pavements)
KW - Soils
KW - Spring
KW - Strength of materials
KW - Thaw
KW - Unpaved roads
KW - Vermont
KW - Winter
UR - http://www.dtic.mil/cgi-bin/GetTRDoc?Location=U2&doc=GetTRDoc.pdf&AD=ADA430662
UR - https://trid.trb.org/view/753684
ER -
TY - RPRT
AN - 01020191
AU - Patel, Raman K
AU - Polytechnic Institute of New York University, Brooklyn
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - Intelligent Transportation Systems (ITS) Operational Support Contracts Implementation Plan
PY - 2005/01/31/Final Report
SP - 121p
AB - The New Jersey Department of Transportation (NJDOT) is currently facing a significant challenge in keeping Intelligent Transportation Systems (ITS) at a high level of availability at the Transportation Operation Center North (TOC North) and Transportation Operation Center South (TOC South). As more and more components are added to the ITS infrastructure, system administration, system management and system operational support become very critical for TOCs. This project was initiated to review current issues facing NJDOT and investigate practices of the other states' TOCs, and report on the findings that may be helpful to the NJDOT in devising its operational support contracts for TOC North and TOC South. This report outlines the issues faced by the NJDOT in operating and maintaining ITS, and recommends an implementation plan for the maintenance and support requirements. The report makes recommendations on policy, staffing and operational support needs based on the survey results and visits of other states' TOCs, and literature review and examination of the current practices of TOCs in the country. The report provides Job specifications for the recommended positions. The NJDOT will consider these recommendations in developing next steps for the TOC operational support for TOC North and TOC South.
KW - Administration
KW - Business practices
KW - Contracts
KW - Infrastructure
KW - Intelligent transportation systems
KW - Literature reviews
KW - Maintenance practices
KW - New Jersey
KW - New Jersey Department of Transportation
KW - Operational support
KW - Operations
KW - Plan implementation
KW - Policy
KW - Recommendations
KW - Recruiting
KW - Selection and appointment
KW - State of the practice
UR - http://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2005-010.pdf
UR - http://ntl.bts.gov/lib/25000/25000/25039/index.html
UR - https://trid.trb.org/view/775452
ER -
TY - RPRT
AN - 01003474
AU - Bhat, Chandra R
AU - Srinivasan, Sivaramakrishnan
AU - Bricka, Stacey
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Conversion of Volunteer-Collected GPS Diary Data into Travel Time Performance Measures: Literature Review, Data Requirements, and Data Acquisition Efforts
PY - 2005/01/31
SP - 62p
AB - Conventional travel-survey methodologies require the collection of detailed activity-travel information, which impose a significant burden on respondents, thereby adversely impacting the quality and quantity of data obtained. Advances in the Global Positioning System (GPS) technology has provided transportation planners with an alternative and powerful tool for more accurate travel-data collection with minimal user burden. The data recorded by GPS devices, however, does not directly yield travel information; the navigational streams have to be processed and the travel patterns derived from it. The focus of this research project is to develop software to automate the processing of raw GPS data and to generate outputs of activity-travel patterns in the conventional travel-diary format. The software will identify trips and characterize them by several attributes including trip-end locations, trip purpose, time of day, distance, and speed. Within the overall focus of the research, this report describes the data collection equipment specifications, data collection protocols, and data formats, and presents a comprehensive synthesis of the state of the practice/art in processing GPS data to derive travel diaries. This synthesis is intended as the basis for developing input specifications and processing algorithms for the software. A second objective of this report is to identify the data requirements for the software development purposes and document the efforts undertaken to acquire the data.
KW - Algorithms
KW - Automation
KW - Data collection
KW - Global Positioning System
KW - Information processing
KW - Literature reviews
KW - Software
KW - Specifications
KW - State of the art
KW - State of the practice
KW - Travel diaries
KW - Travel patterns
KW - Travel surveys
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5176_1.pdf
UR - https://trid.trb.org/view/759755
ER -
TY - RPRT
AN - 00989190
AU - Bank, L C
AU - Oliva, M G
AU - Russell, J S
AU - Dieter, D A
AU - Dietsche, J S
AU - Berg, A C
AU - Ehmke, F G
AU - Carter, J
AU - Hill, R
AU - Henke, R
AU - Gallagher, B
AU - University of Wisconsin, Madison
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - BRIDGE B-20-133 ON US-151 WITH FIBER REINFORCED POLYMER REINFORCED CONCRETE DECK
PY - 2005/01/31
SP - 101 p.
AB - In this research project the use of a new combination of Fiber Reinforced Polymer (FRP) composite materials to reinforce bridge decks was investigated. In the course of the research, laboratory tests were conducted at the University of Wisconsin, Madison and a new bridge was constructed on US Highway 151 near the city of Waupun, Fond du Lac County, Wisconsin utilizing the innovative FRP reinforcing system. During construction, quality assurance tests were performed on the FRP materials to ensure compliance with the special provisions, which had been developed for this project in collaboration with Alfred Benesch and Company. Constructed adjacent to this bridge was a nominally identical (except for 1/2 in. difference in deck thickness) steel reinforced bridge to serve as a basis for comparison. FRP reinforcement provides a corrosion free alternative to traditional steel reinforcing. Utilizing FRP reinforcing will lengthen the service life of the bridge deck by avoiding the destructive cycle of concrete cracking, followed by corrosion of reinforcing, which in turn worsens cracking. The FRP reinforcing system also made use of stay-in-place deck panels, which reduce labor costs and construction time and increase construction safety. Once construction was complete, load testing was carried out in collaboration with the University of Missouri, Rolla. The purpose of this research was to demonstrate the use of an innovative non-metallic, cost-effective, FRP reinforcing system for concrete bridge decks on a new bridge in the State of Wisconsin.
KW - Bridge decks
KW - Construction
KW - Corrosion resistance
KW - Cost effectiveness
KW - Fiber reinforced plastics
KW - Load tests
KW - Quality assurance
KW - Reinforcing materials
KW - Service life
UR - https://trid.trb.org/view/754975
ER -
TY - ABST
AN - 01462918
TI - User Manual and Local Calibration Guide for the Mechanistic-Empirical Pavement Design Guide and Software
AB - At the request of the AASHTO Joint Task Force on Pavements (JTFP), NCHRP initiated Project 1-37A in 1996 to develop a guide for design of new and rehabilitated pavement structures. In contrast to the current (1993) AASHTO Guide for Design of Pavement Structures, the guide recommended by the Project 1-37A research team in 2004 is based on mechanistic-empirical (M-E) principles; provides a uniform basis for the design of flexible, rigid, and composite pavements; and employs common design parameters for traffic, subgrade, environment, and reliability. The distress prediction models in the recommended M-E Pavement Design Guide have been calibrated to national averages based on data gathered by the Long-Term Pavement Performance (LTPP) program. It is widely recognized--and specifically pointed out by the NCHRP 1-37A project team--that, for the distress models to be fully applicable for the particular materials, construction practices, and environmental conditions in a given state or geographic region, they should be calibrated with data obtained locally. At present, there is no single document that provides agencies with guidance to perform such local calibration. The objective of this project is to prepare (1) a User Manual for the Mechanistic-Empirical Design Guide and Software and (2) detailed, practical guide for highway agencies for local or regional calibration of the distress models in the M-E Pavement Design Guide and its accompanying design guide software. The manual and guide will be presented in the form of a draft AASHTO recommended practices; the guide shall contain two or more examples or case studies illustrating the step-by-step procedures.
KW - Composite pavements
KW - Environment
KW - Flexible pavements
KW - National Cooperative Highway Research Program
KW - Pavement design
KW - Pavement distress
KW - Reliability
KW - Research projects
KW - Rigid pavements
KW - Subgrade (Pavements)
KW - Traffic
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=223
UR - https://trid.trb.org/view/1231142
ER -
TY - ABST
AN - 01460722
TI - Design Guidance for Freeway Mainline Ramp Terminals
AB - The design values for freeway ramps in the AASHTO Policy on Geometric Design of Highways and Streets (Green Book) rely heavily on research conducted in the late 1930s and early 1940s, predating the development of the Interstate system. The studies relied entirely on passenger cars for acceleration and deceleration rates, without consideration of trucks and busses; this was based on the assumption that the acceleration distances for heavy vehicles would be "entirely out of reason." Vehicle characteristics have changed since the original research. For example, the weight-to-horsepower ratio for trucks in 1965 was 400 lb/hp compared with the currently used ratio of 200 lb/hp. According to the Green Book, the mainline terminal of a ramp is that portion adjacent to the through traveled way, including speed-change lanes and tapers. There are two basic designs for freeway ramp terminals: tapered and parallel. Transportation agencies tend to adopt one of these designs as a standard (often different for entrances and exits), but there is little objective information available for designers on their relative strengths. The objective of this research is to develop improved design guidance for freeway mainline ramp terminals suitable for inclusion in the AASHTO Green Book. As appropriate, the guidance should also address issues related to the design of the gore area and any transitional area to the ramp proper.
KW - Acceleration lanes
KW - Deceleration lanes
KW - Freeways
KW - Highway design
KW - National Cooperative Highway Research Program
KW - Ramps
KW - Research projects
KW - Traffic control
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=411
UR - https://trid.trb.org/view/1228940
ER -
TY - ABST
AN - 01458678
TI - Support the TFHRC Pavement Surface Analysis Laboratory
AB - No summary provided.
KW - Analysis
KW - Laboratory tests
KW - Pavement performance
KW - Research projects
KW - Surface course (Pavements)
KW - Technical assistance
UR - https://trid.trb.org/view/1226889
ER -
TY - RPRT
AN - 01002010
AU - Soltani, Ali
AU - Anderson, David A
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - Uniaxial Fatigue of Asphalt Mixes: A New Approach
PY - 2005/01/25/Final Report
SP - 132p
AB - The fatigue requirement in the Superpave binder specification is the focus of considerable concern by suppliers and user agencies with respect to its ability to control the susceptibility of asphalt binders to load-induced fatigue cracking. The general consensus is that a new criterion is needed for binder fatigue and that this criterion needs to be related to mix behavior. The results of many years of research on asphalt mixtures have led many to the conclusion that separate and very different specification criteria are needed for thick and thin pavements, requiring controlled strain and stress laboratory fatigue tests, respectively. Recent studies have shown that this is not the case and that with proper experimentation and data interpretation, a single fatigue criterion can be applied to both thick and thin pavements. The approach that was developed by Drs. Soltani and Di Benedetto at Ecole Nationale des Travaux Publics de l'Etat (ENTPE) in Lyon, France, involves new and unique experimental and interpretative protocols. The new test protocols, because they unify controlled stress and controlled strain fatigue test results, as well as account for self heating and thixotropy, offer a unique approach for developing more rational fatigue criteria. Equipment needed to apply these protocols was developed and refined during this study, and the protocols were applied to several mixtures. The presence of an endurance limit for hot-mix asphalt was verified, and a new protocol for characterizing fatigue was developed.
KW - Asphalt mixtures
KW - Bituminous binders
KW - Fatigue (Mechanics)
KW - Fatigue tests
KW - Hot mix asphalt
KW - Specifications
KW - Superpave
KW - Test procedures
KW - Testing equipment
KW - Thickness
UR - https://trid.trb.org/view/757581
ER -
TY - RPRT
AN - 00989230
AU - Ooi, PSK
AU - Hashiro, R S
AU - University of Hawaii, Manoa
AU - Hawaii Department of Transportation
AU - Federal Highway Administration
TI - CORRELATION OF RESISTANCE VALUE WITH CALIFORNIA BEARING RATIO FOR USE IN DESIGN OF FLEXIBLE PAVEMENTS
PY - 2005/01/25
SP - 109 p.
AB - The Resistance Value (R-value) is commonly used by the Hawaii Department of Transportation engineers to design the thickness of flexible pavements. Direct measurements of the R-value require equipment that is not readily available to most practicing engineers in the state of Hawaii. Typically, the R-value is indirectly based on the results of California Bearing Ratio (CBR) tests. Knowing the CBR, the R-value is estimated based on published correlations. However, these correlations were established for soils outside the state of Hawaii. Moreover, these correlations were not established for directly relating R-value and CBR but rather, for estimating other parameters such as resilient modulus, soil support value or modulus of subgrade reaction. CBR, R-value and index tests were performed on tropical residual soils from four locations on the island of Oahu in the state of Hawaii. Based on the test results, five correlations were developed to estimate the R-value. Among these procedures is one relating the R-value to index properties alone without the CBR. The limitations of each procedure and the choice of method are discussed. Some tropical residual soils can undergo irreversible changes upon drying. One of the soils sampled had a relatively high natural water content. As a secondary objective, this soil was tested at three different stages of drying: first at its natural or in situ state, second after oven-drying the soil; and third after drying the soil to approximately half its natural water content. This material can be regarded as three different soils corresponding to the various stages of drying. Significant increases in the CBR and R-values were observed from the in situ to the oven-dry samples. The oven-dry samples were excluded from the correlations described above because these soils were dried to temperature extremes that regular soils do not experience, and therefore, are judged to be inappropriate for inclusion in the correlations.
KW - California bearing ratio
KW - Correlation analysis
KW - Drying
KW - Flexible pavements
KW - Hawaii
KW - Index tests
KW - Oven drying
KW - Pavement design
KW - Residual soils
KW - Resistance value
KW - Subgrade (Pavements)
KW - Thickness
KW - Tropics
UR - https://trid.trb.org/view/755006
ER -
TY - ABST
AN - 01458679
TI - Cooperative Intersection Collision Avoidance Demonstration to the FCC
AB - No summary provided.
KW - Cooperatives
KW - Crash avoidance systems
KW - Demonstration projects
KW - Intersections
KW - Research projects
KW - Safety
UR - https://trid.trb.org/view/1226890
ER -
TY - RPRT
AN - 00987796
AU - Buchanan, M S
AU - Moore, V M
AU - Mississippi State University, Mississippi State
AU - Mississippi Department of Transportation
AU - Federal Highway Administration
TI - LABORATORY ACCELERATED STRIPPING SIMULATOR FOR HOT MIX ASPHALT
PY - 2005/01/18
SP - 156 p.
AB - Moisture susceptibility of hot mix asphalt (HMA) pavements continues to be a major pavement distress. Past research has primarily focused on HMA stripping prevention through material component evaluation/testing and addition of preventative additives. Stripping is caused by traffic, water, and high in-place service temperatures. Today, agencies use various methods to evaluate HMA moisture susceptibility with varying degrees of success. The study objective was to evaluate a prototype stripping simulator's ability to predict HMA moisture susceptibility. The simulator evaluates moisture susceptibility by measuring conditioning water turbidity. Boil test and indirect tensile strength testing were also conducted for comparison purposes. Stripping simulator results indicate further refinement is required before it can be used for moisture susceptibility prediction.
KW - Asphalt mixtures
KW - Asphalt pavements
KW - Conditioning water
KW - Hot mix asphalt
KW - Moisture susceptibility
KW - Prototypes
KW - Stripping (Pavements)
KW - Turbidity
UR - http://ntl.bts.gov/lib/25000/25000/25098/FINAL_REPORT_SS_167.pdf
UR - http://ntl.bts.gov/lib/44000/44500/44560/State_Study_167_-_Laboratory_Accelerated_Stripping_Simulator_for_Hot_Mix_Asphalt.pdf
UR - https://trid.trb.org/view/753670
ER -
TY - RPRT
AN - 01001976
AU - Verhyen, John F
AU - Federal Highway Administration
AU - Wisconsin Department of Transportation
TI - State Patrol Mobile Data Communications Network Final Report and Local Evaluation
PY - 2005/01/14/Final Report
SP - 8p
AB - The Wisconsin Department of Transportation (WisDOT) has implemented a statewide digital microwave backbone infrastructure that is used to transport communications voice and data information for 161 public safety agencies throughout the State of Wisconsin. The information that is transported on the microwave system includes but is not limited to: routine daily voice communications, incident voice communications, driver license, license plate, criminal history, road sensor and Commercial Vehicle Information Systems and Networks (CVISN) information. Other low bandwidth roadway data that has or will be earmarked for transport by the statewide backbone infrastructure are included as well. The transported information is or will be available to Transportation Operating Centers (TOC), dispatch centers, public safety vehicles and emergency management centers. The reason this funding was requested is that the WisDOT needed to expand and upgrade the statewide backbone infrastructure into in rural areas that presently do not have radio coverage. Public safety agencies in these areas cannot access the information that is available to agencies within the radio coverage areas. Most of the information that is transported on the backbone infrastructure is of a critical nature. Agencies not able to receive the information that is pertinent to their activity at any given time have a substantial safety risk. This risk does not only affect the agency itself but also affects the general public of which some portion is involved in most incidents either directly or indirectly. Part of the reason for the critical nature of the coverage in rural areas is that many times public safety personnel work alone. Their only help comes from the information that they can receive from the radio communications infrastructure they operate on. The statewide microwave backbone infrastructure allows them access to any information they need to efficiently and safely perform their duties. The funds for this project were used to purchase the necessary radio communications equipment needed to create a microwave path to towers in the areas not presently in radio coverage. This includes power backup generators, equipment huts, tower strengthening accessories, VHF base and repeater stations, microwave terminals, interface cards, microwave dishes, waveguide, feedline, VHF antennas, alarms and security equipment.
KW - Criminal histories
KW - CVISN (Program)
KW - Dispatchers
KW - Driver licenses
KW - Emergency management
KW - Emergency vehicles
KW - Equipment
KW - Evaluation
KW - Information services
KW - License plates
KW - Microwave communication systems
KW - Mobile communication systems
KW - Radio
KW - Rural areas
KW - Safety
KW - Sensors
KW - Traffic incidents
KW - Voice communication
KW - Wisconsin
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14114.htm
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14114_files/14114.pdf
UR - https://trid.trb.org/view/757522
ER -
TY - RPRT
AN - 01000058
AU - Crouch, L K
AU - Dunn, Tim R
AU - Tennessee Technological University, Cookeville
AU - Tennessee Department of Transportation
AU - Federal Highway Administration
TI - Identification of Aggregates for Tennessee Bituminous Surface Courses, Phase IV and Amendment 1
PY - 2005/01/10/Final Report
SP - 52p
AB - As part of an overall plan to increase the Hot Mix Asphalt (HMA) resurfacing cycle time, the Tennessee Department of Transportation (TDOT) initiated a project to pair aggregate polish resistance with pavement functional needs in 1992. A new pre-evaluation procedure for aggregate polish resistance was developed and named the Tennessee Terminal Textural Condition Method (T3CM). Correlations between T3CM and pavement skid performance were far superior to the correlations for percent silica and BPN9 to pavement skid performance. Unfortunately, the T3CM was labor intensive. Results of the recently developed quicker and easier Micro-Deval Voids at 9 hours (MDV9) method were found to not be significantly different from those of T3CM in a paired t-test at the 95% confidence interval on 31 Tennessee aggregates. The MDV9 procedure requires only three hours of technician time compared to approximately 47 hours for T3CM. Further, sample size was reduced from 72 to 10 kg. Finally, the MDV9 had a coefficient of variation of 0.42% in a 30 replicate evaluation of a Tennessee proven-performing limestone. The research team therefore recommends that the quicker, easier MDV9 be used as a pre-evaluation procedure for aggregate sources and as a verification test for random aggregate lots. The research team recommends that TDOT Type 1 and Type 2 aggregates have a minimum TTC/MDV9 value of 43.5. There is insufficient terminal skid data available to recommend a minimum TTC/MDV9 value for TDOT Type 3 aggregates.
KW - Aggregates
KW - Bituminous pavements
KW - Hot mix asphalt
KW - Polishing (Aggregates)
KW - Samples
KW - Size
KW - Skid resistance
KW - Tennessee
KW - Test procedures
UR - http://www.tdot.state.tn.us/longrange/reports/Res-1149.pdf
UR - https://trid.trb.org/view/751102
ER -
TY - ABST
AN - 01460591
TI - Research for AASHTO Standing Committee on Highways. Task 188. Mainstreaming Operations in State DOT's
AB - A workshop, organized in cooperation with the Federal Highway Administration (FHWA), was held in June 2005 to develop a business plan for advancing the implementation of operations activities and programs within state departments' of transportation (DOT's) through establishment of peer-to-peer exchange activities. The contractor is preparing the business plan.
KW - Business practices
KW - Implementation
KW - Information dissemination
KW - National Cooperative Highway Research Program
KW - Peer groups
KW - Research projects
KW - State departments of transportation
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1530
UR - https://trid.trb.org/view/1228808
ER -
TY - ABST
AN - 01460638
TI - Research Program Design---Administration of Highway and Transportation Agencies. Guidelines for State DOT Quality Management Systems
AB - The objective of this project is to develop guidelines for the selection and application of quality management systems in state Departments of Transportation.
KW - Guidelines
KW - Implementation
KW - Literature reviews
KW - Management
KW - National Cooperative Highway Research Program
KW - Quality control
KW - Quality control
KW - Research projects
KW - Return on investment
KW - State departments of transportation
KW - Surveys
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=548
UR - https://trid.trb.org/view/1228855
ER -
TY - RPRT
AN - 00989259
AU - Mason, J
AU - Science Applications International Corporation
AU - Federal Highway Administration
TI - UNDERSTANDING THE COMMUNICATIONS AND INFORMATION NEEDS OF ELECTED OFFICIALS FOR TRANSPORTATION PLANNING AND OPERATIONS
PY - 2005/01/05
SP - 32 p.
AB - This white paper is to help the Federal Highway Administration's (FHWA's) Office of Planning, Environment and Realty and the Office of Operations understand how local elected officials (and senior appointed officials) perceive transportation planning and operations and the role they play in stimulating planning and operations. The objective is to enhance FHWA's communications capabilities and approaches with non-Federal elected officials. The focus of this paper is on non-Federal elected officials who play a decisionmaking role in surface transportation planning and operations. This includes officials who affect transportation planning and operations decisions of executive and legislative agencies at the State, regional, and local levels. From a modal perspective, the emphasis is on surface transportation planning, primarily highway and transit. Non-surface modes, such as air and sea, often involve a different set of players and are not addressed in this paper. The aim is enhanced communications, not lobbying. U.S. Department of Transportation employees are prohibited from lobbying at both the Federal and State levels. The basic approach taken in this paper is to identify the players, briefly characterize them, describe the environment in which they operate, and suggest some principles in designing FHWA outreach to local elected officials. The first section of this paper provides an introduction. The next section describes "who" is being addressed - the elected and senior appointed officials who affect transportation planning and operations decisionmaking - the players. After identifying the players, the third section describes the "environment" in which elected officials operate. This leads, in the fourth section, to a discussion of the "nature and type of information" needed to help elected officials understand transportation issues and opportunities. The final section suggests some "principles" for FHWA to consider as it enhances its dialogue with non-Federal elected officials. Supplementing the discussion in this white paper are several appendices that provide detailed information on elected/appointed officials, conduits for engagement and supplementary information, a glossary, and a listing of elected/appointed officials who provided quotes and/or review of this paper.
KW - Communications
KW - Decision making
KW - Highway transportation
KW - Local government officials
KW - Public transit
KW - Transportation operations
KW - Transportation planning
KW - U.S. Federal Highway Administration
UR - http://www.plan4operations.dot.gov/docs/Comm_with_Elected_Officials_1-5-05rmm.doc
UR - https://trid.trb.org/view/755035
ER -
TY - ABST
AN - 01479208
TI - Geosynthetic Reinforced Pile Supported Embankment
AB - The primary objective of this investigation improve the design of pile supported embankments with the use of geosynthetic reinforcement to distribute the embankment loads onto the piles and to limit the punching of piles into the embankment during the consolidation of the foundation soil.
KW - Consolidation
KW - Embankments
KW - Geosynthetics
KW - Piles (Supports)
KW - Reinforcement (Engineering)
UR - http://www.pooledfund.org/Details/Study/278
UR - https://trid.trb.org/view/1248212
ER -
TY - ABST
AN - 01462981
TI - Synthesis of Information Related to Highway Problems. Topic 37-14. Cone Penetration Test: State of the Practices
AB - The Cone Penetration Test (CPT) is being used for site investigations to determine soil stratigraphy and in-situ soil properties. It is also being used to predict load capacity of pile foundations, liquefaction due to seismic events, and consolidation potential of earthworks. There are a wide range of methodologies available in the literature for interpreting CPT data. CPT applied to transportation projects has the potential to save time and money while providing better and more detailed site characterization. While some transportation agencies have extensive experience with this technology, most agencies are just beginning to investigate the potential benefits of the cone penetration test. A synthesis will be developed covering the experiences of transportation agencies, private consulting firms, and construction industries, both foreign and domestic, in the application of design methodologies utilizing the CPT technologies. The synthesis will identify current practices, design methodologies, and software that are being used effectively in foundation design of bridges and other structures. It will serve as a resource to states that are interested in taking advantage of the technology by identifying applications, design procedures, cost-benefits, and limitations for successful implementation.
KW - Benefit cost analysis
KW - Cone penetrometers
KW - Design
KW - Earthwork
KW - National Cooperative Highway Research Program
KW - Pile foundations
KW - Research projects
KW - Seismicity
KW - Soils by properties
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=105
UR - https://trid.trb.org/view/1231206
ER -
TY - ABST
AN - 01460480
TI - Composite Material Alternatives to Timber in the Construction of Wing Walls
AB - The proposed research will focus on developing composite material components to replace current timber elements for wear surfaces of wings walls in the Washington State Department of Transportation (WSDOT) ferry terminal structures. To accomplish this goal the project will address the following specific objectives. (1) From a review of current designs, plans, and installations, discern relevant design parameters and failure mechanisms in existing systems. (2) Develop a range of potential material properties possible to use in the large beam applications. (3) Conduct a structural analysis of the current wing walls to develop load demands, energy dissipation, and failure mechanisms for selected structural elements. (4) Develop a laboratory-scale test configuration and program for evaluating potential components. (5) Produce and evaluate composite formulations for relevant mechanical properties including strength, stiffness, durability, and wear performance. (6) Select potential formulation and fully evaluate component performance using the developed test configuration. (7) Design cross-section configuration of proposed composite members and evaluate for cost.
KW - Composite materials
KW - Cross sections
KW - Design
KW - Durability
KW - Ferry service
KW - Ferry terminals
KW - Research projects
KW - Structural engineering
KW - Timber
KW - Wingwalls
UR - https://trid.trb.org/view/1228697
ER -
TY - RPRT
AN - 01563465
AU - Bahouth, Janet
AU - Kuznetsov, Alex
AU - National Crash Analysis Center
AU - Motor Vehicle Fire Research Institute
AU - Federal Highway Administration
AU - National Highway Traffic Safety Administration
TI - Automotive and Fire Safety Research
PY - 2005/01
SP - 97p
AB - This report includes submission of a crash query tool, a detailed crash data analysis, and a fire safety library. The deliverables include development, documentation and delivery of an automated tool for fire crash case analysis, summaries of fire crash data analyses of National Automotive Sampling System Crashworthiness Data System (NASS-CDS) 1994-2002 data, and clinical case reviews of fire/fuel spill crashes. The body of this report is divided into three main sections: automated crash query tool, analysis of historical crash data, and a literature review. Firstly, the development and usage of the automated crash query tool are described. The tool can be found and utilized at www.ox.ncac.gwu.edu. The second section of this report presents historical data, analysis and conclusions regarding several aspects of motor vehicle fires. Presented separately will be five crash data topics: (1) crashes with fires; (2) rollover crashes with fires; (3) engine compartment fires; (4) engine compartment fires with occupant entrapment; and (5) damage profiles vs. fire occurrence. As subdivisions to these topics, several issues are presented and analyzed. Those include fire severity (minor/major fire), fire origin (tank, engine compartment, etc), fuel tank location, fuel leak and fuel leak location, body type vs. fire severity, and crash mode vs. fire severity. Clinical case reviews have been conducted to understand fire occurrence in more detail. Finally, a compilation of literature and resources regarding fire, motor vehicle fires, and fire safety is submitted. This compilation serves as a comprehensive list of articles and resources related to fire and fire safety. In conjunction with this collection, a library of fire crash test data, reports, and videos are available through the National Crash Analysis Center (NCAC) library. A list of those data, test reports, and test videos housed at the NCAC library is also provided.
KW - Chemical spills
KW - Crash data
KW - Crash severity
KW - Data analysis
KW - Information processing
KW - Literature reviews
KW - National Automotive Sampling System - Crashworthiness Data System
KW - Safety
KW - Traffic crashes
KW - Vehicle fires
UR - http://www.mvfri.org/Contracts/Final%20Reports/GW_revised_final_paper.pdf
UR - https://trid.trb.org/view/1352330
ER -
TY - RPRT
AN - 01158169
AU - White, Ken
AU - Idriss, Rola
AU - Woodward, Clint
AU - Jauregui, David
AU - New Mexico State University, Las Cruces
AU - New Mexico Department of Transportation
AU - Federal Highway Administration
TI - Highway Bridge Research Center Final Report – Phase I
PY - 2005/01//Final Report
SP - 42p
AB - The objective of this research was to demonstrate the effectiveness and feasibility of nondestructive testing and monitoring techniques for highway bridges. The work included: fiber optic sensor development where photonics instruments, fiber optic splicing and repair equipment and qualified fiber optics technicians enabled the preparation and installation of fiber optic sensor networks; evaluation of commercial systems including weigh in motion (WIM); the construction of prototype systems as needed; the preparation of sets of guidelines for installation of fiber optic sensors on existing bridges and new bridges; evaluation of commercially-available software for combining individual digital images of a bridge site into a single panoramic image and for subsequently viewing it; evaluation of commercially-available PC-based software and digital technology for obtaining high resolution images of structures and processing them into three-dimensional computer models to provide information such as vertical and horizontal clearances or dead and live load deflections; and evaluation of the performance of high frequency (>50 kHz) Rayleigh wave ultrasonics generated by piezoelectric transducers to characterize near-surface microcracking.
KW - Digital images
KW - Fiber optic sensors
KW - Guidelines
KW - Highway bridges
KW - Installation
KW - Monitoring
KW - Nondestructive tests
KW - Prototypes
KW - Rayleigh waves
KW - Software
KW - Ultrasonics
KW - Weigh in motion
UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM98STR02BridgeResearchCenterFinalPhaseI2005.pdf
UR - https://trid.trb.org/view/918710
ER -
TY - RPRT
AN - 01135486
AU - Southeastern Transportation Center
AU - National Transportation Research Center, Incorporated
AU - Federal Highway Administration
TI - Assessment of Heavy Vehicle Impacts on Emergency Evacuation Operations
PY - 2005/01
SP - 27p
AB - The National Transportation Research Center (NTRC), located between Knoxville and Oak Ridge, Tennessee, was established in 2001. The NTRC is an alliance among Oak Ridge National Laboratory (ORNL); the University of Tennessee (UT); the U.S. Department ofEnergy (DOE); UT-Battelle, LLC; NTRC, Inc. (NTRCI); and the Development Corporation of Knox County. NTRC enables the integration and coordination of advanced transportation research programs for both government and industry. As part of its leadership support in co-operating ORNL, Battelle worked with ORNL and UT to form the Heavy Vehicle Safety Research Center (HVSRC) as a core initiative of the NTRC research and development agenda. Together, ORNL, UT, and the Development Corporation of Knox County formed NTRCI, a 50l(c)3 organization, established to provide an efficient and effective instrument for assembling resources and conducting joint research and development programs for industry and federal, state, and local government and industry. In fiscal year 2002, Congress specified that the NTRC receive a contract for $1 million to support heavy vehicle safety research. The research to be supported from this contract was a major part of the research conducted within the HVSRC over a one-year period of time. The Federal Highway Administration's (FHWA's) Turner-Fairbank Highway Research Center (TFHRC) was to direct the activities of the contract through a cooperative research agreement with NTRCI. After consulting with TFHRC leadership, the NTRCI team developed a plan to conduct fundamental and groundbreaking research. 'Assessment of Heavy Vehicle Impacts on Emergency Evacuation Operations' is one of the research projects identified and carried out under this program.
KW - Egress
KW - Emergency planning
KW - Emergency response time
KW - Evacuation
KW - Hazards and emergency operations
KW - Heavy vehicles
KW - Knoxville (Tennessee)
KW - Traffic congestion
KW - Traffic flow
KW - Traffic safety
UR - http://www.ntrci.org/ntrci-24-2005-002
UR - https://trid.trb.org/view/894386
ER -
TY - RPRT
AN - 01109140
AU - DeBlasio, Allan J
AU - Regan, Terrance J
AU - Zirker, Margaret E
AU - Hassol, Joshua
AU - Austin, Craig
AU - Research and Special Programs Administration
AU - Department of Transportation
AU - Federal Highway Administration
TI - Transportation Management and Security during the 2004 Democratic National Convention
PY - 2005/01
SP - 89p
AB - The purpose of the study documented in this report was to determine how transportation planning for special events is best conducted when mobility considerations are subordinated to security priorities. The subject of this study was the 2004 Democratic National Convention (DNC), held in Boston, Massachusetts, from July 26 through July 29, 2004. This event was designated a National Special Security Event by the U. S. Department of Homeland Security. This designation established the U.S. Secret Service as the lead agency because security measures would take precedence over other actions, such as providing mobility to delegates and residents. The role of transportation agencies was to implement procedures that would accommodate the security measures developed for the convention. This report documents actions taken by transportation and security agencies in preparation for and during the 2004 DNC. The findings documented in this report are a result of a series of interviews held before and after the convention as well as data collected during the week the convention was held.
KW - Convention centers
KW - Conventions
KW - Meetings
KW - Public transit
KW - Safety and security
KW - Security
KW - Special events
KW - Traffic safety
KW - Transit operating agencies
KW - Transportation planning
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14120.htm
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14120_files/14120.pdf
UR - https://trid.trb.org/view/868644
ER -
TY - RPRT
AN - 01100730
AU - Ardani, Ahmad Allen
AU - Outcalt, William
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - PCCP Texturing Methods
PY - 2005/01//Final Report
SP - 60p
AB - This report presents a 5-year evaluation and construction details of nine test sections with varying textural characteristics. Included in the report is an overview of the methodologies used to texture concrete pavement surfaces and a discussion of frictional attributes of various textures at different speeds and their impact on noise properties. Also included are descriptions of texture-measuring devices and texture-installing equipment, a description of the state-of-the-art equipment used to acquire sound pressure levels, plus a thorough discussion of data acquisition/analysis. Frictional characteristics of the individual test sections were evaluated using the ASTM E 274 skid test procedure. Ribbed-tire and smooth-tire friction tests were conducted to acquire skid numbers at three different speeds of 40, 50, and 65 mph. To examine the noise properties of the test sections, noise measurements were acquired to acoustically assess the impact of various surface textures at three different locations: inside the test vehicle, 25 ft from the centerline (3 ft away from the right shoulder), and near the right rear tire of the test vehicle, away from the exhaust pipe. The results of this study indicated that longitudinal tining, in addition to possessing adequate frictional properties, is easier to install and, more importantly, produces a much lower noise level than transverse tining. The Colorado Department of Transportation has adopted longitudinal tining as the preferred method of texturing concrete pavements.
KW - Concrete pavements
KW - Friction
KW - Friction tests
KW - Pavement grooving
KW - Skid resistance tests
KW - Speed
KW - Test sections
KW - Texture
KW - Tire/pavement noise
UR - http://www.dot.state.co.us/publications/PDFFiles/texturing.pdf
UR - https://trid.trb.org/view/860324
ER -
TY - RPRT
AN - 01075329
AU - Federal Highway Administration
TI - Manassas National Battlefield Park bypass study, from US Route 29 east of Park Boundary and VA Route 234 south of Park Boundary to US Route 29 west of Park Boundary and VA Route 234 north of Park Boundary, Prince William and Fairfax counties : environmental impact statement
PY - 2005/01//Volumes held: Draft
KW - Environmental impact statements
KW - Virginia
UR - https://trid.trb.org/view/834723
ER -
TY - RPRT
AN - 01075016
AU - Federal Highway Administration
TI - Trunk Highway 371, Cass and Crow Wing counties, section 4(f) evaluation : environmental impact statement
PY - 2005/01//Volumes held: Draft, F
KW - Environmental impact statements
KW - Minnesota
UR - https://trid.trb.org/view/834410
ER -
TY - RPRT
AN - 01062367
AU - Federal Highway Administration
TI - Ayd Mill Road, Improvements from I-35 E to St. Anthony Avenue (I-94), Ramsey County : environmental impact statement
PY - 2005/01//Volumes held: Draft, F
KW - Environmental impact statements
KW - Minnesota
UR - https://trid.trb.org/view/821864
ER -
TY - RPRT
AN - 01051947
AU - Asquith, William H
AU - Roussel, Meghan C
AU - Thompson, David B
AU - Cleveland, Theodore G
AU - Fang, Xing
AU - U.S. Geological Survey
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Summary of Dimensionless Texas Hyetographs and Distribution of Storm Depth Developed for Texas Department of Transportation Research Project 0-4194
PY - 2005/01//Research Report
SP - 78p
AB - Hyetographs and storm depth distributions are important elements of hydraulic design by Texas Department of Transportation engineers. Design hyetographs are used in conjunction with unit hydrographs to obtain peak discharge and hydrograph shape for hydraulic design. Storm-depth distributions can be used to assess the probability of a total rainfall depth for a storm. A research project from 2000–2004 has been conducted to (1) determine if existing Natural Resources Conservation Service (NRCS) dimensionless hyetographs are representative of storms in Texas, (2) provide new procedures for dimensionless hyetograph estimation if the NRCS hyetographs are not representative, and (3) provide a procedure to estimate the distribution of storm depth for Texas. This report summarizes the research activities and results of the research project. The report documents several functional models of dimensionless hyetographs and provides curves and tabulated ordinates of empirical (nonfunctional) dimensionless hyetographs for a database of runoff-producing storms in Texas. The dimensionless hyetographs are compared to the NRCS dimensionless hyetographs. The distribution of storm depth is documented for seven values of minimum interevent time through dimensionless frequency curves and tables of mean storm depth for each county in Texas. Conclusions regarding application of the research results are included in the report.
KW - Depth
KW - Dimensionless parameters
KW - Distributions (Statistics)
KW - Hydraulic design
KW - Hyetographs
KW - Rainfall
KW - Runoff
KW - Storms
KW - Texas
UR - http://library.ctr.utexas.edu/pdf1/4194-4.pdf
UR - https://trid.trb.org/view/811169
ER -
TY - RPRT
AN - 01033066
AU - Volpe National Transportation Systems Center
AU - Federal Highway Administration
TI - GIS for Environmental Stewardship and Streamlining: An Overview of State DOT Practices
PY - 2005/01
SP - 56p
AB - The Federal Highway Administration (FHWA) supports the adoption and development of Geographic Information System (GIS) technologies to promote environmental streamlining and stewardship (referred to as GIS4EST). While several States have already applied or are in the process of adopting GIS4EST, other States are just beginning down this path. Building on information collected through interviews with State Department of Transportation (DOT) officials and GIS specialists, this report highlights the way eight State DOTs are using GIS to promote environmental stewardship and streamlining, revealing both the potential of GIS4EST and its varied applications.
KW - Case studies
KW - Environmental stewardship
KW - Environmental streamlining
KW - Geographic information systems
KW - Interviewing
KW - State departments of transportation
UR - http://www.gis.fhwa.dot.gov/documents/GIS_ESS.pdf
UR - https://trid.trb.org/view/790092
ER -
TY - RPRT
AN - 01032993
AU - Rodriguez-Marek, Adrian
AU - Muhunthan, Balasingam
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Seismic Behavior of Micropiles
PY - 2005/01//Final Research Report
SP - 50p
AB - Micropiles are grouted and small diameter piles that are traditionally used in foundation retrofit. Experimental evidence has indicated that micropiles behave well under seismic loading due to their high flexibility. Moreover, observations in the 1995 Kobe Earthquake indicate a good performance of friction piles under seismic loading. However, the seismic behavior of micropiles is not fully understood due to the limited number of full- and model-scale tests, as well as the limited amount of numerical modeling studies for micropiles. This project focuses on Finite Element modeling (FEM) of single micropile and micropile groups under both static and dynamic loading. Initially, dynamic FE soil models were developed to conduct site response analyses. The lateral vertical boundaries of the soil were set up in such a way that the reflection of the arrival waves at the boundaries was avoided. The results of the site response analyses were verified against the well-validated code, SHAKE. Subsequently, FE models for micropiles were developed with two constitutive soil models, i.e. a linear elastic and a bounding surface plasticity model. The micropile/soil interface was modeled either with perfect bonding or with frictional interface elements. For dynamic loading cases, a single degree-of-freedom (SDOF) superstructure was placed on top of the micropiles. Parametric studies were performed for various independent variables including load intensity, non-linearity of soil, and soil stiffness for the static case; and soil non-linearity, input motion intensity, frequency contents of input motion, and the natural period of the superstructure for the dynamic case. The static and dynamic behavior of micropiles was studied via the effects of aforementioned independent variables on the deflections and bending moments along the micropile length.
KW - Bending moments
KW - Deflection
KW - Dynamic loads
KW - Earthquakes
KW - Finite element method
KW - Linear elasticity
KW - Micropiles
KW - Nonlinear soil behavior
KW - Parametric analysis
KW - Seismicity
KW - Site response
KW - Soil stiffness
KW - Soil structure interaction
KW - Static loads
UR - http://www.wsdot.wa.gov/research/reports/fullreports/604.1.pdf
UR - https://trid.trb.org/view/788519
ER -
TY - RPRT
AN - 01031562
AU - West, Randy C
AU - National Center for Asphalt Technology
AU - Federal Highway Administration
TI - Development of Rapid QC Procedures for Evaluation of HMA Properties During Production
PY - 2005/01
SP - 65p
AB - Current processes for quality control (QC) of Hot Mix Asphalt (HMA) are inefficient and place considerable risks on HMA producers and transportation agencies. This project was established to explore possible new ways of gathering real-time quality control information. The two primary goals of real-time testing are: to dramatically shrink the time lag for quality control information, and to improve the reliability of the data. To meet the objectives of this study, a panel of individuals familiar with current and or new QC technologies was assembled to discuss concepts, brainstorm possibilities, and map out a general strategy for evaluation of new methods and technologies. Based on this meeting, the most promising concept for real-time testing appears to be the utilization of automation technologies to check the consistency of the materials feeding into an HMA plant. Specific automation technologies that appear most promising include: (1) Continuous, in-line viscosity of the asphalt binder. The viscosity of the binder should provide an indication that the appropriate grade of binder is being used in the mix. (2) Automated belt sampling of the virgin aggregate from the conveyor before it enters the dryer. An automated sample dryer and gradation device integrated with belt sampler should provide rapid feedback of the consistency of the aggregate. (3) For continuous mix plants, asphalt contents of HMA mixtures can be monitored with the readings from the plant’s asphalt meter and belt scales. Calibration of the components used to determine real-time asphalt content is a key to the reliability of this data. (4) The automated technologies should be integrated as a system with programmable controls, data acquisition, and report generation. At the present time, there do not appear to be any technologies that can be used to automatically determine the composition of RAP or to test important characteristics of the produced mixtures such as volumetric or other performance-related properties. It is strongly recommended that automated methods for characterizing these materials be researched. A national oversight group specific to exploring real-time testing of HMA is also recommended.
KW - Aggregate gradation
KW - Asphalt content
KW - Automation
KW - Bituminous binders
KW - Hot mix asphalt
KW - Production
KW - Quality control
KW - Rapid methods
KW - Real time information
KW - Reliability
KW - Testing
KW - Transportation departments
KW - Viscosity
KW - Volumetric analysis
UR - http://www.eng.auburn.edu/research/centers/ncat/files/reports/2005/rep05-01.pdf
UR - https://trid.trb.org/view/787688
ER -
TY - RPRT
AN - 01030732
AU - Ameri, Samuel
AU - Szary, Patrick
AU - West Virginia University, Morgantown
AU - Center for Advanced Infrastructure and Transportation
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - Identifying Research, Development, and Training Needs for Oil and Gas Pipeline Safety and Security
PY - 2005/01//Final Report
SP - 15p
AB - Pipelines are by far the most important mode of petroleum transportation in the United States because of their remarkable efficiency and low transportation cost. Pipelines carry two-thirds of the energy consumed by our nation and are recognized as the safest and most economical way to distribute vast quantities of oil and gas from production fields to refineries to consumers for a foreseeable future. This sophisticated network of gathering and distribution system comprises 2.3 million mi of pipelines-varying in size from 2 in. to 60 in. in diameter. Pipelines are vital to nation’s economy and are a significant part of national critical infrastructure. The pipeline infrastructure and the volume of products transported have continued to grow as demand for energy has increased. Over the next two decades, the demand for energy is projected to reach record levels. This increased demand for energy combined with the expansion of the cities and suburban areas will require the pipeline infrastructure not only to expand but to reliably and safely deliver energy services in support of the nation’s economy. The United States has a well-developed system for protection of the public and environment from the dangers of oil and gas pipeline failures. However, there is always a chance that a pipeline can leak. Pipeline leaks can be dangerous to people, to the natural environment, to public land, and to private property. Furthermore, the tragic events of September 11th terrorist attacks have focused attention on the security of the nation’s energy sources and the critical energy and transportation infrastructure systems. Therefore, pipeline security and safety has become a high-profile, national concern.
KW - Crude oil
KW - Energy consumption
KW - Energy sources
KW - Gas pipelines
KW - Leakage
KW - Oils
KW - Petroleum
KW - Petroleum pipelines
KW - Pipeline infrastructure
KW - Pipeline safety
KW - Pipeline transportation
KW - Pipelines
KW - Security
KW - Terrorist attacks of September 11, 2001
UR - http://cait.rutgers.edu/files/WVU-RU4474.pdf
UR - https://trid.trb.org/view/786929
ER -
TY - RPRT
AN - 01023889
AU - Trejo, David
AU - Aguiniga, Francisco
AU - James, Ray W
AU - Keating, Peter B
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Preliminary Quality Control/Quality Assurance Standards (Criteria) for Inspection and Testing of FRP Bars
PY - 2005/01//Product
SP - 24p
AB - Fiber-reinforced polymers (FRP) are being increasingly used in the construction industry. One application is to use FRP bars as reinforcement in concrete. Glass fiber-reinforced polymer (GFRP) bars have been the focus of recent research because in corrosive environments they do not produce expansive corrosion products and the resulting concrete cracking and spalling associated with conventional steel reinforcement. Also, the initial cost of GFRP bars is lower than carbon FRP bars. During this research project, one challenge encountered with the use of GFRP bars was that limited guidance was available on what quality control and quality assurance parameters should be inspected. Also during this research project, standard testing procedures to assess key characteristics were only available in the Japanese literature. Thus, one objective of this research project was to provide guidance for the user on the following issues: 1) how to assess and test GFRP bars characteristics; and 2) how to assure that certain minimum quality levels have been achieved. This report provides this information.
KW - Corrosion
KW - Costs
KW - Fiber reinforced plastics
KW - Glass fiber reinforced plastics
KW - Guidelines
KW - Inspection
KW - Quality assurance
KW - Quality control
KW - Reinforcement (Engineering)
KW - Standards
KW - Test procedures
UR - http://tti.tamu.edu/documents/9-1520-P1.pdf
UR - https://trid.trb.org/view/781233
ER -
TY - RPRT
AN - 01020797
AU - Cable, James K
AU - Edgar, L E
AU - Anderson, D R
AU - Iowa State University, Ames
AU - Iowa Department of Transportation
AU - Federal Highway Administration
TI - Ultra-Thin Portland Cement Concrete Overlay Extended Evaluation
PY - 2005/01//Final Report
SP - 104p
AB - In this day of the mature highway systems, a new set of problems is facing the highway engineer. The existing infrastructure has aged to or past the design life of the original pavement design. In many cases, increased commercial traffic is creating the need for additional load carrying capacity, causing state highway engineers to consider new alternatives for rehabilitation of existing surfaces. Alternative surface materials, thicknesses, and methods of installation must be identified to meet the needs of individual pavements and budgets. With overlays being one of the most frequently used rehabilitation alternatives, it is important to learn more about the limitations and potential performance of thin bonded portland cement overlays and subsequent rehabilitation. The Iowa ultra-thin project demonstrated the application of thin portland cement concrete (PCC) overlays as a rehabilitation technique. It combined the variables of base preparation, overlay thickness, slab size, and fiber enhancement into a series of test sections over a 7.2-mi length. This report identifies the performance of the overlays in terms of deflection reduction, reduced cracking, and improved bonding between the PCC and asphalt cement concrete (ACC) base layers. The original research project was designed to evaluate the variables over a 5-year period of time. A second project provided the opportunity to test overlay rehabilitation techniques and continue measurement of the original overlay performance for 5 additional years. All performance indicators identified exceptional performance over the 10-year evaluation period for each of the variable combinations considered. The report summarizes the research methods, results, and identifies future research ideas to aid the pavement overlay designer in the successful implementation of ultra-thin PCC overlays as an alternative pavement rehabilitation technique.
KW - Asphalt cement
KW - Asphalt concrete
KW - Base course (Pavements)
KW - Bonding
KW - Budgeting
KW - Cracking
KW - Deflection
KW - Evaluation
KW - Fibers
KW - Installation
KW - Overlays (Pavements)
KW - Pavement design
KW - Performance
KW - Portland cement concrete
KW - Rehabilitation (Maintenance)
KW - Slabs
KW - Surface course (Pavements)
KW - Test sections
KW - Thickness
KW - Ultra-thin whitetopping
UR - http://publications.iowa.gov/archive/00003441/01/tr432.pdf
UR - http://ntl.bts.gov/lib/55000/55900/55907/IA_TR432.PDF
UR - https://trid.trb.org/view/775580
ER -
TY - RPRT
AN - 01016450
AU - Jones, Crystal
AU - Murray, Daniel
AU - Short, Jeffrey
AU - American Transportation Research Institute
AU - Federal Highway Administration
TI - Methods of Travel Time Measurement in Freight-Significant Corridors
PY - 2005/01
SP - 19p
AB - In 2002 the Federal Highway Administration (FHWA) entered into partnership with the American Transportation Research Institute (ATRI) to explore methods and approaches for measuring freight performance on the nation’s highways. This work is related to the United States Department of Transportation’s (US DOT) and FHWA’s strategic objective of global connectivity, aimed at facilitating a more efficient domestic and global transportation system that enables economic growth and development. This study is derived from a general understanding that our nation’s freight transportation system is essential to the economy, and that the freight volume, especially that carried by the trucking industry, will increase dramatically over the next several decades. Measuring the performance of freight on the National Highway System (NHS) will allow Federal agencies, state and local planners, and industry to develop strategies and tactics for maintaining significant corridors and metrics that can be applied to the performance and reliability of the corridors. The processes associated with this phase include: Identification of Freight Significant Corridors, Review of Data Collection Technologies, System Alpha Test, and System Beta Test. The study concluded that positioning data from trucks can be processed in a confidential manner to provide average travel rates along major U.S. freight corridors. The research also suggests that the approach used for this study can be applied and expanded to establish a national system of freight performance measurement.
KW - Data collection
KW - Freight corridors
KW - Freight transportation
KW - Highway transportation
KW - Measurement
KW - Performance
KW - Systems
KW - Technology
KW - Tests
KW - Travel time
KW - Trucking
UR - http://www.atri-online.org/research/results/Freight%20Performance%20Measures%20TRB%20for%20atri-online.pdf
UR - https://trid.trb.org/view/772008
ER -
TY - RPRT
AN - 01010716
AU - Knezek, Claudia
AU - Orth, Joseph
AU - Maher, Ali
AU - Center for Advanced Infrastructure and Transportation
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
AU - Research and Innovative Technology Administration
TI - New Jersey Congestion, Security, and Safety Initiative
PY - 2005/01//Final Report
SP - 126p
AB - The purpose of this project was to examine the relationship between effective national transportation congestion, security, and safety technology transfer applications. Next, a comparison had been made between national trends and the conditions found in New Jersey, and then the most appropriate solution was implemented. When examining the national transportation congestion, security, and safety technology transfer trends, the findings showed that security and congestion were interrelated through safety. Specifically, reduction of roadway crashes, adjustment of driver behavior, and use of safety counter measure applications had impacted both domains. They were similarly reflected in New Jersey with safety being an integral component of security and congestion. As a result, the Safety Conscious Planning (SCP) Model, a comprehensive safety system, had been selected and implemented as the network because it promoted the reduction of crashes that affect the security and congestion of the entire transportation infrastructure in New Jersey. The intended benefit of this implementation effort was realized when funding opportunities, resources, and technical support had reached county and local municipalities, where over 60% of the roadway fatalities occur annually. Another gain had been the collective empowerment of a partnership being applied to resolving regional safety issues. Also, SCP facilitated the involvement of local elected officials working together with safety professionals to organize local safety networks in their own communities.
KW - Behavior
KW - Countermeasures
KW - Drivers
KW - Fatalities
KW - Highway safety
KW - New Jersey
KW - Partnerships
KW - Regional transportation
KW - Safety conscious planning
KW - Safety programs
KW - Security
KW - Technology transfer
KW - Traffic congestion
KW - Traffic crashes
KW - Traffic safety
KW - Trend (Statistics)
UR - http://cait.rutgers.edu/files/FHWA-NJ-2005-001.pdf
UR - http://cait.rutgers.edu/files/FHWA-NJ-2005-001.pdf
UR - https://trid.trb.org/view/763691
ER -
TY - RPRT
AN - 01003777
AU - Khattak, Asad J
AU - Rouphail, Nagui
AU - University of North Carolina, Chapel Hill
AU - North Carolina State University, Raleigh
AU - North Carolina Department of Transportation
AU - Federal Highway Administration
TI - Incident Management Assistance Patrols: Assessment of Investment Benefits and Costs
PY - 2005/01//Final Report
SP - 105p
AB - Incident Management Assistance Patrols (IMAPs), classified as part of Intelligent Transportation Systems, help enable smooth traffic flow by aiding stranded motorists and assisting in incident clearance. Many major urban areas currently have patrols and most medium-sized urban areas are following suit. The success of IMAPs has resulted in frequent requests for service expansion. The decision of where to put the next patrol is becoming more difficult because an assessment of greatest need typically indicates that the high-priority areas already have the service and possible effects of the service are often indistinguishable on lower-priority facilities. In this report, the authors develop a new approach that helps determine the most beneficial locations in North Carolina for patrol deployment using expanded placement criteria. Analysis of three incident/crash indices was combined with spatial analysis, incident type distributions, average hourly freeway traffic volumes, and incident delay estimations to identify, evaluate, and compare IMAP expansion candidate facilities. Results of the research have been incorporated into a decision-support tool that allows easy planning and operational assessment of candidate sites by comparing performance values between sites, modeling the effect of IMAPs, and estimating their key potential benefits and costs. By using the tool, the decision-makers can quickly assess the needs of different facilities to make an informed, cost-effective decision as to where to implement the next service patrol.
KW - Benefits
KW - Cost effectiveness
KW - Costs
KW - Decision making
KW - Decision support systems
KW - Freeway service patrols
KW - Incident management
KW - Incident response
KW - Location
KW - Needs assessment
KW - Performance
UR - http://www.ncdot.org/planning/development/research/download/2003-06FinalReportPart1.pdf
UR - http://www.ncdot.org/planning/development/research/download/2003-06FinalReportPart2.pdf
UR - http://www.ncdot.org/planning/development/research/download/2003-06FinalReportPart3.pdf
UR - http://www.ncdot.org/planning/development/research/download/2003-06FinalReportPart4.pdf
UR - http://www.ncdot.org/planning/development/research/download/2003-06FinalReportPart5.pdf
UR - https://trid.trb.org/view/760242
ER -
TY - RPRT
AN - 01001268
AU - Chavez, Eric
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - Portland Cement Concrete Pavement: Review of QC/QA Data 2000 Through 2003
PY - 2005/01//Final Report
SP - 132p
AB - This report analyzes the Quality Control/Quality Assurance (QC/QA) data for Portland Cement Concrete Pavement (PCCP) awarded in the years 2000 through 2003. Analysis of the overall performance of the projects is accomplished by reviewing the Calculated Pay Factor Composite (CPFC) and Incentive/Disincentive Payments (I/DPs). Analysis of each of the test elements (thickness, compressive strength, sand equivalent, and flexural strength) is also completed. The results of the evaluation are presented in tables, figures, and reports. The overall quality of PCCP evaluated is very high. The quality levels in each of the elements are approaching the maximum of 100%. The pay factors for the individual elements are also close to their maximums. The material being produced is well above the minimum standards set by the specifications.
KW - Acceptance tests
KW - Compressive strength
KW - Concrete pavements
KW - Disincentives
KW - Flexural strength
KW - Incentives
KW - Pay factor
KW - Payment
KW - Portland cement concrete
KW - Quality assurance
KW - Quality control
KW - Sand equivalent test
KW - Thickness
UR - http://www.dot.state.co.us/Publications/PDFFiles/QCpccp.pdf
UR - https://trid.trb.org/view/757065
ER -
TY - RPRT
AN - 01000932
AU - Bligh, Roger P
AU - Sheikh, Nauman M
AU - Menges, Wanda L
AU - Haug, Rebecca R
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Development of Low-Deflection Precast Concrete Barrier
PY - 2005/01
SP - 64p
AB - The high lateral dynamic deflection of some current Texas Department of Transportation (TxDOT) portable concrete barriers renders them inappropriate for deployment in areas with restricted work space. Under this project, a new precast concrete traffic barrier system with limited deflection was developed through a program of simulation and full-scale crash testing. Based on the results of the testing and evaluation reported herein, the new cross-bolt, F-shape, precast concrete traffic barrier is considered suitable for implementation on high-speed roadways. The low barrier deflection [19 in. (483 mm)] and ease of placement and repair make the cross-bolt F-shape barrier well suited for use as a work zone barrier. The weight of the 30-ft (9.1-m) F-shape barrier segments was determined to be approximately 13,680 lb (6205 kg). Because this is less than the weight of the current New Jersey-shaped barriers used by TxDOT, implementation of the new barrier will not require any changes to current barrier transportation, handling, and placement procedures.
KW - Barriers (Roads)
KW - Deflection
KW - Impact tests
KW - Portable equipment
KW - Precast concrete
KW - Temporary barriers
KW - Work zone traffic control
UR - https://trid.trb.org/view/756686
ER -
TY - RPRT
AN - 01000929
AU - Bhasin, Amit
AU - Button, Joe W
AU - Chowdhury, Arif
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Selected Laboratory Procedures and Development of Databases for HMA
PY - 2005/01
SP - 163p
AB - The objectives of this research project were to develop and validate laboratory test protocols for measuring rut susceptibility of hot mix asphalt (HMA) mixtures; to identify the best available laboratory test protocol(s) for predicting moisture susceptibility of HMA paving mixtures; and to develop a TxDOT HMA test database to be used for evaluating and/or validating the proposed AASHTO mechanistic-empirical pavement design guide. Twelve field mixes and three lab mixes were tested using Asphalt Pavement Analyzer (APA), Hamburg, Dynamic Modulus, Flow Time, Flow Number, and Simple Shear at Constant Height for the evaluation of rutting tests. Mixture parameters resulting from different tests were ranked and compared with APA rut depth as a base. Rankings of the different parameters were analyzed using statistical techniques. Findings indicate that flow time and flow number tests capture fundamental material properties and should be considered for inclusion in the mixture design and selection processes. Caution must be exercised in interpreting rut susceptibility of mixes based on the E* parameters, especially when evaluating mixtures containing polymer-modified asphalts. Nine mixtures were tested using the Hamburg. Their individual aggregates and binders were tested for surface energy measurement using Universal Sorption Device and Wilhelmy plate method, respectively. Mixtures with and without antistripping agents like hydrated lime and commercially available liquid antistripping agents were tested. Within groups of controlled mixes, the calculated bond strength based on surface energy measurements relates well with the deformation data from the Hamburg test. About 30 plant-produced mixes and 50 lab-produced field mixes were tested using the Hamburg and dynamic modulus devices. Plant-produced mixes were tested for production verification and lab-produced mixes were tested to develop a mixture database for future use, especially for the AASHTO design guide.
KW - Antistrip additives
KW - Asphalt mixtures
KW - Asphalt Pavement Analyzer
KW - Bond strength (Materials)
KW - Databases
KW - Deformation
KW - Dynamic modulus of elasticity
KW - Hamburg wheel tests
KW - Hot mix asphalt
KW - Laboratory tests
KW - Mechanistic design
KW - Moisture susceptibility
KW - Rut depth
KW - Rutting
KW - Surface energy
UR - https://trid.trb.org/view/756698
ER -
TY - RPRT
AN - 01000283
AU - Federal Highway Administration
TI - ITS User Services Document
PY - 2005/01
SP - 127p
AB - Intelligent Transportation System (ITS) user services are surface transportation services that can be provided by some aspect of ITS. These ITS user services document what ITS should do from the user's perspective. A broad range of users are considered, including the traveling public as well as many different types of system operators. This ITS User Services Document consolidates the descriptions of all 33 current user services into a single document. Prior to creating this document, the user services existed in a variety of places and formats. In addition, the information provided in the definition of a user service has varied widely. The primary objective of this document is to provide a single place where all the user services are described in a consistent manner. If additional ITS user services are defined in the future, this document will be updated to include them.
KW - Advanced vehicle control systems
KW - Automated toll collection
KW - Automatic fare collection
KW - Commercial vehicle operations
KW - Construction management
KW - Crash avoidance systems
KW - Electronic payment (Parking)
KW - Emergency management
KW - Information management
KW - Intelligent transportation systems
KW - Maintenance management
KW - Public transit
KW - Traffic control
KW - Traveler information and communication systems
KW - User services
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14113.htm
UR - https://trid.trb.org/view/751249
ER -
TY - RPRT
AN - 00989263
AU - Phares, B M
AU - Wipf, T J
AU - Greimann, L F
AU - Lee, Y-S
AU - Iowa State University, Ames
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - HEALTH MONITORING OF BRIDGE STRUCTURES AND COMPONENTS USING SMART-STRUCTURE TECHNOLOGY. VOLUME II
PY - 2005/01
SP - 202 p.
AB - The objective of this research was to synthesize information on structural health monitoring technologies with a specific interest in those having smart-structure attributes. Following a comprehensive information collection campaign and a survey of state departments of transportation, the identified structural health monitoring technologies (both currently in use and emerging) were carefully reviewed and summarized. This final report includes a brief summary of the history of bridge evaluation in the United States of America, current and future trends of Structural Health Monitoring, and a series of completed SHM Technology Evaluation Forms for each of the identified technologies. In addition, a searchable database has been developed and is included with the final report that allows easy identification and review of structural health monitoring technologies. Volume I summarizes the research approach and the key findings of the work. This volume (Volume II) consists of completed SHM Technology Evaluation Forms for the 101 synthesized technologies.
KW - Bridges
KW - Evaluation
KW - Monitoring
KW - Sensors
KW - Technological innovations
KW - Technology
UR - http://minds.wisconsin.edu/bitstream/handle/1793/6915/WHRP05-03_Final_Report_Volume_II.pdf
UR - http://wisdotresearch.wi.gov/wp-content/uploads/04-14healthmonitoringofbridges21.pdf
UR - https://trid.trb.org/view/755039
ER -
TY - RPRT
AN - 00989262
AU - Phares, B M
AU - Wipf, T J
AU - Greimann, L F
AU - Lee, Y-S
AU - Iowa State University, Ames
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - HEALTH MONITORING OF BRIDGE STRUCTURES AND COMPONENTS USING SMART-STRUCTURE TECHNOLOGY. VOLUME I
PY - 2005/01
SP - 53 p.
AB - The objective of this research was to synthesize information on structural health monitoring technologies with a specific interest in those having smart-structure attributes. Following a comprehensive information collection campaign and a survey of state departments of transportation, the identified structural health monitoring technologies (both currently in use and emerging) were carefully reviewed and summarized. This final report includes a brief summary of the history of bridge evaluation in the United States of America, current and future trends of Structural Health Monitoring, and a series of completed SHM Technology Evaluation Forms for each of the identified technologies. In addition, a searchable database has been developed and is included with the final report that allows easy identification and review of structural health monitoring technologies. This volume (Volume I) summarizes the research approach and the key findings of the work. Volume II consists of completed SHM Technology Evaluation Forms for the 101 synthesized technologies.
KW - Bridges
KW - Evaluation
KW - Monitoring
KW - Sensors
KW - Technological innovations
KW - Technology
UR - http://minds.wisconsin.edu/bitstream/handle/1793/6915/WHRP05-03_Final_Report_Volume_I.pdf
UR - http://wisdotresearch.wi.gov/wp-content/uploads/04-14healthmonitoringofbridges11.pdf
UR - https://trid.trb.org/view/755038
ER -
TY - JOUR
AN - 00987538
JO - Public Roads
PB - Federal Highway Administration
AU - Harrington, J
AU - Federal Highway Administration
TI - RECYCLED ROADWAYS
PY - 2005/01
VL - 68
IS - 4
SP - p. 9-17
AB - Applying sound recycling principles that protect the environment, the Federal Highway Administration's Recycling Team is helping industry reclaim materials like asphalt and concrete pavement, foundry sand, scrap tires, and roofing shingles into new highway materials while conserving the Nation's natural resources. This article describes how recycling highway construction materials can be a cost-saving measure, freeing funds for additional highway construction, rehabilitation, preservation, or maintenance. The author discusses cost savings, the use of reclaimed asphalt pavement (RAP), the use of recycled concrete aggregate (RCA), three versatile methods for in-place recycling of asphalt pavement [hot in-place recycling (HIR), cold in-place recycling (CIR), and full-depth recycling (FDR)], the use of commercial construction debris to create recycled concrete aggregate as a base for highway construction, the use of industrial by-products such as foundry sand, and the re-use of asphalt shingles and scrap tires. The author comments on the stigma that has been associated with recycling in the past and emphasizes the need for a focus on environmental stewardship, regardless of the materials used in construction. The author includes examples of real-life use of recycled materials in highway construction projects in Arizona, Florida, California, Texas, Ohio, and New York. One chart summarizes the use of recycled materials in U.S. highway construction, including blast furnace slag, concrete, coal bottom ash, asphalt, base coal fly ash, structural fill (cement production), foundry sands, flowable fill (asphalt), cement kiln dust, stabilizer bottom ash, nonferrous slags, steel slags, recycled asphalt pavement, and reclaimed concrete.
KW - Arizona
KW - Asphalt concrete
KW - Bituminous concrete pavements
KW - California
KW - Concrete aggregates
KW - Environmental protection
KW - Florida
KW - Fly ash
KW - Foundry sand
KW - New York (State)
KW - Ohio
KW - Recycled materials
KW - Road construction
KW - Slag
KW - Texas
KW - Tires
KW - Waste products
UR - http://www.fhwa.dot.gov/publications/publicroads/05jan/02.cfm
UR - https://trid.trb.org/view/754077
ER -
TY - JOUR
AN - 00987542
JO - Public Roads
PB - Federal Highway Administration
AU - Peaslee, G
AU - Federal Highway Administration
TI - SIGNS SHOW THE WAY TO COST-EFFECTIVE RURAL SAFETY
PY - 2005/01
VL - 68
IS - 4
SP - p. 44-50
AB - This article describes how a county in California implemented a low-cost and successful program for saving lives on secondary roads. The author begins by introducing statistics regarding fatalities and accidents on secondary roads. The article then describes how in a landmark, low-tech program, the Mendocino County Department of Transportation (MCDOT) reduced its crashes by a startling 42.1 percent from 1992 to 1998 at a cost of $79,260 over the 6-year period. This cost-effective method for enhancing safety on rural roads is based primarily on making the driver more aware of road conditions through consistent signing and markings. The author also describes the road review process, which is used by the county to maintain and update the signs. A final section outlines the showcasing (September 2004) of the Mendocino County program, which was done to help other counties understand how to implement their own sign review and maintenance program and to share the strategies used for reducing crash rates on rural roads. One sidebar reports on Federal Highway Administration (FHWA) sign color studies; another summarizes software applications that can help local agencies develop their sign review programs.
KW - Cost effectiveness
KW - County roads
KW - Crash locations
KW - Mendocino County (California)
KW - Mendocino County Department of Transportation
KW - Prevention
KW - Secondary roads
KW - Software
KW - Traffic control devices
KW - Traffic signs
KW - U.S. Federal Highway Administration
KW - Warning signs
UR - http://www.fhwa.dot.gov/publications/publicroads/05jan/08.cfm
UR - https://trid.trb.org/view/754081
ER -
TY - JOUR
AN - 00987559
JO - Public Roads
PB - Federal Highway Administration
AU - Bared, J G
AU - Federal Highway Administration
TI - IMPROVING SIGNALIZED INTERSECTIONS
PY - 2005/01
VL - 68
IS - 4
SP - p. 18-23
AB - Because traffic signals play a key role in enhancing safety, the Federal Highway Administration (FHWA) recently produced a comprehensive handbook that explains methods to evaluate the safety and operation of signalized intersections and that highlights tools to remedy deficiencies. The guide, titled Signalized Intersections: Informational Guide (FHWA-HRT-04-091), provides information and tools that can help traffic engineers, project managers, and other transportation professionals conduct insightful assessments of intersections and understand the tradeoffs from potential improvement measures. This article describes the use of this new guide and explores how the guide includes examples of innovative treatments and best practices used by jurisdictions across the United States. These examples include low-cost measures such as improving signal timing and signs, and more expensive measures such as reconstructing intersections or grade separations. The author notes that the guide takes a holistic approach to signalized intersections, considering the safety and operational implications of a particular treatment on all system users, including motorists, pedestrians, bicyclists, and transit users. Other topics covered are intersection basics, geometric design, signal pole layout, analysis methods, planning for safety, and solutions to intersection deficiencies. The article concludes by noting that beginning in the spring of 2005, the National Highway Institute will offer a workshop on using Signalized Intersections: Informational Guide to develop intersection projects. The workshop will focus on a case study in which participants assess problems at an intersection and identify alternatives to improve it. To register, visit www.nhi.fhwa.dot.gov.
KW - Automobiles
KW - Cost effectiveness
KW - Cyclists
KW - Guidelines
KW - Highway design
KW - Intersections
KW - Pedestrian safety
KW - Pedestrians
KW - Planning and design
KW - Traffic control devices
KW - Traffic safety
KW - Traffic signal control systems
KW - Traffic signals
KW - Trucks
KW - U.S. Federal Highway Administration
UR - http://www.fhwa.dot.gov/publications/publicroads/05jan/03.cfm
UR - https://trid.trb.org/view/754098
ER -
TY - RPRT
AN - 00987769
AU - Federal Highway Administration
AU - National Highway Traffic Safety Administration
TI - RED LIGHT CAMERA SYSTEMS OPERATIONAL GUIDELINES
PY - 2005/01
SP - 59 p.
AB - The purpose of these guidelines is to assist jurisdictions who are considering the implementation of red light camera systems and help them avoid inconsistent or incorrect application of such systems. Questions have been raised regarding the contracting, design, implementation, operation of red light camera systems, and the legality and intent of photo enforcement systems. In a broader perspective, for continued use of red light camera systems and other technologies to improve transportation operations and safety, it is vital these technologies are perceived as accurate and reliable and are applied fairly. Red light cameras are currently in place in more than 95 communities in the United States. As red light camera programs continue to be implemented across the nation, there is much to be learned from previous experiences. Traffic engineers, law enforcement officials, and other State and local agency managers can benefit greatly from guidance and research that provides effective and comprehensive procedures for implementing a successful red light camera program. The Federal Highway Administration (FHWA) and the National Highway Traffic Safety Administration (NHTSA) have developed these operational guidelines for use by State and local agencies for the implementation and operation of red light camera systems. Although not a regulatory requirement, the guidelines are intended to provide critical information for State and local agencies on the relevant aspects of red light camera systems in order to promote consistency, proper implementation, and operation; and to ensure that this effective tool and other forms of technology remain available to transportation and enforcement agencies around the nation. These guidelines can be used by State and local agency managers, transportation engineers, and law enforcement officials to identify and properly address safety problems resulting from red light running within their jurisdictions. The guidelines outline proven and effective practices implemented in the United States, and provide operational guidance that can be followed to ensure that cost-effective solutions are implemented by State and local agencies.
KW - Cameras
KW - Guidelines
KW - Implementation
KW - Law enforcement
KW - Local government agencies
KW - Procedures
KW - Red light running
KW - States
KW - Transportation engineers
UR - http://safety.fhwa.dot.gov/intersection/conventional/signalized/rlr/fhwasa05002/fhwasa05002.pdf
UR - https://trid.trb.org/view/753645
ER -
TY - JOUR
AN - 00987537
JO - Public Roads
PB - Federal Highway Administration
AU - Hochman, J L
AU - Federal Highway Administration
TI - BORDER PLANNING FOR THE 21ST CENTURY
PY - 2005/01
VL - 68
IS - 4
SP - p. 2-8
AB - Growing travel and trade between the United States and its neighbors, Canada and Mexico, make border crossings a key contributor to the Nation's economic health. This article describes the work of the Federal Highway Administration (FHWA) in a number of initiatives with its State, Federal, and international partners to address the challenges of improving mobility and security at overland border crossings. With its counterparts in Mexico and Canada, FHWA created joint working groups that cooperate on planning and facilitating cross-border movements. In addition, FHWA is involved in initiatives with other agencies and organizations to share technologies, streamline the movement of cargo trucks across borders, adopt innovative tools to plan border-crossing improvements, create frameworks that enable key technologies to work together, and measure success in achieving objectives in global connectivity. The author describes the work in these areas, illustrated with examples from border crossings in California, Michigan, Texas, Idaho, New York, and Arizona. The author then discusses a new software tool, Border Wizard, that simulates cross-border movements. The software can create a model showing a specific port of entry and can summarize the movement of automobiles, buses, trucks and pedestrians, the number of booths, Federal inspection activities, and other information such as wait times in hours. The author concludes by considering the role of continuing partnerships in achieving global connectivity and thus, improved productivity.
KW - Arizona
KW - Border regions
KW - California
KW - Idaho
KW - International borders
KW - International compacts
KW - International trade
KW - Michigan
KW - New York (State)
KW - Software
KW - Texas
KW - Traffic
KW - Trucking
KW - U.S. Federal Highway Administration
UR - http://www.fhwa.dot.gov/publications/publicroads/05jan/01.cfm
UR - https://trid.trb.org/view/754076
ER -
TY - JOUR
AN - 00987539
JO - Public Roads
PB - Federal Highway Administration
AU - Snead, S
AU - Federal Highway Administration
TI - RUMS - RIGHT-OF-WAY TRACKING
PY - 2005/01
VL - 68
IS - 4
SP - p. 24-27
AB - This article describes the Virginia Department of Transportation's (VDOT) Right of Way and Utilities Management System (RUMS). This software program provides right-of-way managers with a single, comprehensive view of project and land parcel status and lets them track deadlines more efficiently. RUMS also helps track other activities of the VDOT division responsible for right-of-way, including appraising and acquiring rights of way and easements for road construction and expansion projects; removing building structures and other improvements; relocating utilities, businesses, and residences; and tracking residue parcels and surplus rights of way for public sale or lease. The author briefly reviews the old software that the VDOT used and explains how RUMS was developed and how it improves upon that earlier system. A final section discusses how the software may prove to be of interest to other states.
KW - Administration
KW - Development rights transfer
KW - Easements
KW - Planning and design
KW - Planning methods
KW - Property acquisition
KW - Right of way (Land)
KW - Software
KW - Virginia Department of Transportation
UR - http://www.fhwa.dot.gov/publications/publicroads/05jan/04.cfm
UR - https://trid.trb.org/view/754078
ER -
TY - JOUR
AN - 00987560
JO - Public Roads
PB - Federal Highway Administration
AU - Tyson, S S
AU - Merritt, D K
AU - Federal Highway Administration
TI - PUSHING THE BOUNDARIES
PY - 2005/01
VL - 68
IS - 4
SP - p. 28-33
AB - For years engineers have designed bridges, buildings, and other vertically oriented infrastructure using precast concrete, but only recently have researchers begun exploring the feasibility and potential benefits of applying this technology ongrade in pavement construction. This article explores the current and potential uses of precast prestressed concrete in pavement applications, notably in Texas and in California projects. The authors describe the three specific types of panels that make up a precast prestressed concrete pavement: joint panels, central stressing panels, and base panels. The author also discusses the benefits of using prestressed concrete, primarily the ability to reopen the pavement to traffic almost immediately after placing the panels. The author reviews the Texas and California demonstration projects, then summarizes the activities at three additional sites in Missouri, Texas, and Indiana. The author concludes that although precast prestressed concrete is currently more expensive than conventional cast-in-place pavement, proponents argue that the reduction in user costs, such as traffic congestion, fuel consumption, and lost work time, will support the use of this technology for certain situations.
KW - California Department of Transportation
KW - Cost effectiveness
KW - Costs
KW - Highway maintenance
KW - Indiana
KW - Missouri
KW - Panels
KW - Precast concrete pavements
KW - Prestressed concrete pavements
KW - Road construction
KW - State highway departments
KW - Texas Department of Transportation
UR - http://www.fhwa.dot.gov/publications/publicroads/05jan/05.cfm
UR - https://trid.trb.org/view/749466
ER -
TY - JOUR
AN - 00987541
JO - Public Roads
PB - Federal Highway Administration
AU - Myers, L A
AU - D'Angelo, J
AU - Federal Highway Administration
TI - EVALUATING THE FIELD PERFORMANCE OF ASPHALT MIXTURES IN THE LAB
PY - 2005/01
VL - 68
IS - 4
SP - p. 38-43
AB - The National Cooperative Highway Research Program (NCHRP) is developing advanced pavement technology that supports the Federal Highway Administration's (FHWA) mission to achieve long-lived asphalt pavements. This article describes the Simple Performance Tester (SPT), which evaluates asphalt mixtures to determine their response to permanent deformation (rutting) and fatigue cracking. The author reports on tests of the SPT in a field laboratory environment. The author introduces a system referred to as Superpave, which stands for Superior Performing Asphalt Pavements. The Superpave method specified how asphalt could be mixed, designed, and analyzed; however, it proved to be too complex and expensive for use in the field. The SPT builds upon the Superpave method, but is more reliable, practical (smaller in size) and cost-effective. The author also describes the FHWA's mobile asphalt laboratory, the rationale for asphalt performance testing, flexibility in design supported by the SPT, the fabrication of test specimens, the dynamic modulus database, and states using or considering the use of the SPT. One sidebar explains the three components of the SPT: the Dynamic Modulus Test, which outputs a stiffness value for the asphalt pavement mixture; the Repeated Load Test, which simulates driving a heavy vehicle repeatedly over a sample of pavement; and the Static Creep Test, which simulates a heavy vehicle standing on a pavement specimen.
KW - Asphalt mixtures
KW - Asphalt pavements
KW - Cost effectiveness
KW - Cracking
KW - Creep
KW - Deformation
KW - Fatigue (Mechanics)
KW - Performance tests
KW - Repeated loads
KW - Rutting
KW - Static loads
KW - Stiffness
KW - Superpave
KW - U.S. Federal Highway Administration
UR - http://www.fhwa.dot.gov/publications/publicroads/05jan/07.cfm
UR - https://trid.trb.org/view/754080
ER -
TY - JOUR
AN - 00987540
JO - Public Roads
PB - Federal Highway Administration
AU - Stasburg, G
AU - Crawley, L C
AU - Federal Highway Administration
TI - KEEPING TRAFFIC ON THE RIGHT SIDE OF THE ROAD
PY - 2005/01
VL - 68
IS - 4
SP - p. 34-37
AB - Cross-median crashes pose a significant hazard for motorists across the country, claiming numerous lives and causing millions of dollars of damage each year. This article reports on a program implemented by the North Carolina Department of Transportation (NCDOT) to address this hazard. The author first explores the problem of cross-median crashes, noting that they can take place on both horizontally and vertically curved sections of highways, as well as along straight and flat sections, and the events that lead to a cross-median crash include everything from fatigue and improper lane changes to inattention and medical emergencies. In North Carolina, many freeways were constructed with medians between 11 and 15 meters (36 and 50 feet) due to right-of-way costs and environmental constraints. This compounds the problem because even when vehicles are traveling at appropriate posted speeds it requires only a brief break in one's attention span to cross the median and strike oncoming traffic head-on. The author then describes the research studies conducted to analyze this problem and come up with solutions. The author discusses the three part approach that resulted. The first phase was to install protective median barriers on freeways with cross-median crash histories. The second phase was to systematically protect all freeway sections with median widths of 21 meters (70 feet) or less. The third phase consisted of revising policies to prevent the construction of additional freeway sections with unprotected narrow medians. The author concludes that median barriers have achieved their objective of reducing cross-median crashes and saving lives. One sidebar describes the use of cable barriers.
KW - Cables
KW - Crash analysis
KW - Crash characteristics
KW - Cross median accidents
KW - Guardrails
KW - Median barriers
KW - Medians
KW - North Carolina
UR - http://www.fhwa.dot.gov/publications/publicroads/05jan/06.cfm
UR - https://trid.trb.org/view/754079
ER -
TY - RPRT
AN - 00987680
AU - Haselkorn, M
AU - Kolko, B
AU - Rose, E
AU - Krug, M A
AU - Sauer, G
AU - TransNow, Transportation Northwest
AU - Washington State Department of Transportation
AU - Washington State Transportation Center
AU - Federal Highway Administration
TI - WASHINGTON STATE DEPARTMENT OF TRANSPORTATION ELECTRONIC INFORMATION AND SUPPORTING SYSTEMS: CHALLENGES TO EFFECTIVE PRACTICE AND POLICY
PY - 2005/01
SP - 44 p.
AB - This project developed and initiated a content management strategy for the design and electronic delivery of multiple types of public traveler information. The results of this project enable the Washington State Department of Transportation (WSDOT) to integrate coherently a wide range of available transportation-related information and effectively disseminate that information to the public. The content management strategy is based on four factors: (1) the nature of the available information, (2) the information needs and behaviors of the traveling public, (3) the informational goals of WSDOT, and (4) the evolving capabilities of emerging communications technologies. This strategy provides the framework for improving the current WSDOT traveler information website. The process for developing a content management strategy for WSDOT also serves as a model for other state and local transportation departments as they grapple with the challenge of communicating multiple types of traveler information that is developed by multiple sources, often repurposed for public use, and delivered through a single portal. The report also outlines strategies for continued adaptation of this content management strategy so that WSDOT can continue to update its information strategy and activities as the four key factors inevitably evolve.
KW - Content management
KW - Policy
KW - Strategic planning
KW - Traveler information and communication systems
KW - Washington State Department of Transportation
KW - Websites (Information retrieval)
UR - https://trid.trb.org/view/753582
ER -
TY - RPRT
AN - 00987678
AU - Dailey, Donald J
AU - Bradbury, J
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - TRAFFICTV
PY - 2005/01
SP - 69 p.
AB - TrafficTV is a traffic and traveler information resource available on cable television (UWTV2 Channel 76). It began operation June 1, 1998, as part of the SmartTrek Operational Deployment under the name Traffic Channel. The SmartTrek evaluation of May 2001 identified several problems with Traffic Channel and recommended some improvements. This project made those changes and renamed the application TrafficTV. A series of meetings was held in June 2003. These meetings involved personnel from the Washington State Department of Transportation (WSDOT) Northwest Region, WSDOT Advanced Technology Branch, WSDOT Olympia office, the University of Washington's UWTV, and the UW Intelligent Transportation Systems Research Program. From these meetings came a set of recommended changes. These changes were made to TrafficTV and are documented in this report. Battelle Institute conducted a focus group in May 2004 to evaluate the resulting program. This focus group concluded that TrafficTV is a useful traveler information tool but has not had sufficient public exposure to make it widely known to the traveling public. A market penetration audit conducted by Media Audit in June and July 2004 indicated that when viewers were asked about TrafficTV, over 94,000 had seen the program within the last week. This was deemed surprisingly high, given the lack of external exposure and that viewers would have found TrafficTV only by word of mouth or by "channel surfing." Again, a conclusion of the audit was that additional exposure would make TrafficTV more valuable as a traveler information tool. As a result of the publicity recommendations, a banner has been added to the North West Region's traveler information page to alert users in the availability of TrafficTV.
KW - Advanced traveler information systems
KW - Cable television
KW - Focus groups
KW - Improvements
KW - Intelligent transportation systems
KW - Marketing
KW - Recommendations
KW - Washington (State)
UR - http://www.wsdot.wa.gov/research/reports/fullreports/603.1.pdf
UR - https://trid.trb.org/view/753580
ER -
TY - RPRT
AN - 00987612
AU - Al-Qadi, I L
AU - Lahouar, S
AU - Loulizi, A
AU - Virginia Polytechnic Institute and State University, Blacksburg
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - GROUND-PENETRATING RADAR CALIBRATION AT THE VIRGINIA SMART ROAD AND SIGNAL ANALYSIS TO IMPROVE PREDICTION OF FLEXIBLE PAVEMENT LAYER THICKNESS
PY - 2005/01
SP - 65 p.
AB - A ground-penetrating radar (GPR) system was used to collect data over the different pavement sections of the Virginia Smart Road from June 1999 until December 2002. Three antennae at different frequencies were used for this research. The collected data were successfully used to evaluate the physical GPR detection limitations, to evaluate the GPR accuracy for pavement layer thickness determination, to control the installation of three different types of reinforcing meshes installed within the pavement, and to estimate the in-situ complex dielectric constant of several types of hot-mix asphalt (HMA). The data analysis results were verified by the well-documented structure and composition of each section of the road, in addition to the embedment of 35 copper plates (perfect electromagnetic reflectors) at the different layer interfaces during construction of the pavement. It was found that GPR is a feasible nondestructive tool to estimate the layer thicknesses of bound and unbound aggregate layers, HMA layers, and concrete slabs. However, interface detection can be altered if the layers have comparable dielectric constants. A technique was developed to estimate the frequency-dependent in-situ complex dielectric constant of HMA materials. Results have shown that the effect of the variations of the dielectric properties within the GPR bandwidth is insignificant vis-a-vis the accuracy of thickness estimation. The use of GPR as a quality control tool to verify the success of steel reinforcing mesh installation was also found to be feasible. Given the success of using GPR for the aforementioned applications in the Virginia Smart Road, it is recommended that the Virginia Department of Transportation use GPR more frequently as a quality control tool during new pavement construction projects and as an assessment tool prior to project rehabilitation and as part of Virginia's pavement management system.
KW - Accuracy
KW - Asphalt mixtures
KW - Calibration
KW - Dielectric properties
KW - Ground penetrating radar
KW - Hot mix asphalt
KW - Installation
KW - Nondestructive tests
KW - Pavement layers
KW - Pavement management systems
KW - Quality control
KW - Rehabilitation (Maintenance)
KW - Reinforcing materials
KW - Road construction
KW - Thickness
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/05-cr7.pdf
UR - http://ntl.bts.gov/lib/37000/37200/37215/05-cr7.pdf
UR - https://trid.trb.org/view/753514
ER -
TY - RPRT
AN - 00984985
AU - Poole, T S
AU - USAE Research and Development Center (ERDC)
AU - Federal Highway Administration
TI - GUIDE FOR CURING OF PORTLAND CEMENT CONCRETE PAVEMENTS, VOLUME I
PY - 2005/01
SP - 49 p.
AB - This document provides guidance on details of concrete curing practice as they pertain to construction of portland cement concrete pavements. The guide is organized around the major events in curing pavements: curing immediately after placement (initial curing), curing during the period after final finishing (final curing), and termination of curing and evaluation of effectiveness of curing. Information is presented on selection of curing materials and procedures, analysis of concrete properties and jobsite conditions, and on ways to adjust curing practice to account for specific project conditions.
KW - Concrete curing
KW - Concrete pavements
KW - Evaluation
KW - Materials selection
KW - Portland cement concrete
KW - Procedures
KW - Properties of materials
UR - http://www.fhwa.dot.gov/pavement/pub_details.cfm?id=344
UR - https://trid.trb.org/view/747797
ER -
TY - CONF
AN - 01569072
AU - Ramakrishnan, Uma
AU - Daugherty, Laura
AU - Pelkey, Neil W
AU - Williams, Scott C
AU - North Carolina State University, Raleigh
TI - Effects of Gender and Season on Spatial and Temporal Patterns of Deer-Vehicle Collisions
SN - 0977809412
PY - 2005
SP - pp 478-488
AB - White-tailed deer (Odocoileus virginianus) are a serious accident hazard, especially in suburban communities with high deer densities. Such areas are becoming more common as deer populations continue to grow throughout the northeastern United States. This study analyzed deer-vehicle collision data collected from police reports in Connecticut for 2000, 2001 and 2002. The purpose of this project was to integrate the use of standard crime mapping tools, multi-temporal remotely sensed vegetation imagery, human infrastructure, and the behavioral aspect of white-tailed deer to create a spatially explicit model of gender-specific deer-vehicle accident probabilities. The authors found marked differences between number, location, and seasonality of male and female accidents. Through most of the year, the number of males and females involved in accidents were relative to their proportion in the population. However, during the breeding season, there were a higher proportion of males involved in accidents. The spatial distribution of accidents involving deer also varied by season and sex – outside of the breeding season, accidents involving male deer were concentrated in a few key locations in the state. The difference in the spatial location of male and female accidents could be the result of resource partitioning exhibited by the species, with males occupying broader ranges in peripheral habitats. This model can be used to predict high risk areas as they change over the different seasons and design warning programs and adaptive education to these target areas.
U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW - Animal behavior
KW - Animal vehicle collisions
KW - Connecticut
KW - Crash analysis
KW - Crash data
KW - Deer
KW - Gender
KW - High risk locations
KW - Road kill
KW - Seasons
UR - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR - https://trid.trb.org/view/1359295
ER -
TY - CONF
AN - 01569071
AU - Waller, John S
AU - Servheen, Christopher
AU - Patterson, David A
AU - North Carolina State University, Raleigh
TI - Probabilistic Measure of Road Lethality
SN - 0977809412
PY - 2005
SP - pp 503-508
AB - Throughout the world, the effects of highways and railroads on wildlife have been of great concern to scientists, land and wildlife managers, and the public, for over 80 years. Through these years, many researchers have sought to understand and mitigate the negative impacts of roads through theoretical and empirical research. However, to the authors' knowledge, no one has investigated the underlying probability theory that likely governs the extent to which linear transportation features result in wildlife mortality. One reason may be that the number of factors potentially influencing observed patterns of road mortality can be quite large and can quickly become intractable. The authors' objective here was to suggest that the lethality of linear transportation features to wildlife is governed primarily by two factors: traffic volume and time spent on the roadway. Using a simple Poisson model of expected vehicle arrival times, they estimated the probabilities of animals successfully crossing roads under different traffic volume and animal mobility constraints. They used actual vehicle counts from two study areas as examples, and used a study of grizzly bears along a major railroad and highway to illustrate these concepts. The authors discuss the usefulness of this approach to conservation problems, and place it in context with other efforts to quantify the occurrence of wildlife mortality due to highways. The hope is that these ideas will clarify and advance the search for solutions to what previously has been an intractable problem.
U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW - Animal behavior
KW - Animal vehicle collisions
KW - Banff National Park
KW - Crash risk forecasting
KW - Grizzly bears
KW - Montana
KW - Road kill
KW - Roadside fauna
KW - Wildlife
UR - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR - https://trid.trb.org/view/1359302
ER -
TY - CONF
AN - 01569070
AU - Gagnon, Jeffrey W
AU - Schweinsburg, Raymond E
AU - Dodd, Norris L
AU - Manzo, Amanda L
AU - North Carolina State University, Raleigh
TI - Use of Video Surveillance to Assess Wildlife Behavior and Use of Wildlife Underpasses in Arizona
SN - 0977809412
PY - 2005
SP - pp 534-544
AB - The authors used integrated, four-camera video surveillance systems to assess and compare wildlife use of five open-span bridged wildlife underpasses along a 30-km stretch of reconstructed highway in central Arizona. They determined passage rates (proportion of animals approaching and crossing through underpasses) and categorized behavioral responses exhibited during underpass approaches and crossings. Two underpasses have been monitored for over 2-1/2 years; both open into the same meadow/riparian complex, are only 225 m apart, but have different below-span characteristics and dimensions, providing an excellent opportunity to compare use by wildlife. Four underpasses, in place for 18 months, have been monitored for over one year; two of these allowed for monitoring before ungulate-proof fencing was erected in association with the underpasses. This allowed the authors to record pre- and post-fencing passage rates and behavior to assess the role of fencing in funneling animals to underpasses and influencing passage rates. At the two adjacent underpasses monitored over 2-1/2 years (December 2002-June 2005), the authors recorded eight species of wildlife totaling 3,914 animals, including 3,548 elk (Cervus elaphus nelsoni), 216 white-tailed deer (Odocoileus virginianus cousei), and 6 species of carnivores including 4 mountain lions (Puma concolor). Overall, elk passage rates averaged 0.62, while only 15 deer crossed the underpasses (0.075 passage rate). The authors detected significant differences in passage rate and behaviors indicative of resistance to crossing. One underpass with earthen 2:1 sloped sides has been used more by elk (1,908 elk) displaying less resistant behaviors and delay in crossing compared to one with concrete walls (598 elk). This information was used in an adaptive management context to minimize concrete walls and pursue alternatives to soil stabilization at a wildlife underpass currently under construction. At the three recently completed underpasses, monitored February 2004-June 2005, the authors recorded 10 species of wildlife totaling 1,703 animals, including 860 elk, 367 white-tailed deer, 194 mule deer (O. hemionus), and 7 species of carnivores. Elk passage rates to date averaged 0.35, with the passage rate at two underpasses exceeding 0.50 and two below 0.27. Both white-tailed and mule deer regularly used the newer underpasses with passage rates of 0.40 and 0.29, respectively. Ungulate-proof fencing was completed through the underpasses in December 2004, and the authors continue to monitor wildlife response and changes in passage rates since this fencing was erected. Video surveillance constitutes a valuable tool in quantifying wildlife use of underpasses and assessing the effectiveness of underpasses and fencing. Continued monitoring will allow them to assess long-term use of passage structure.
U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW - Animal behavior
KW - Arizona
KW - Surveillance
KW - Video cameras
KW - Wildlife
KW - Wildlife crossings
UR - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR - https://trid.trb.org/view/1359315
ER -
TY - CONF
AN - 01569069
AU - Thiévent, Philippe
AU - North Carolina State University, Raleigh
TI - OptiFlux: A Tool For Measuring Wild Animal Population Fluxes for the Optimization of Road Infrastructures
SN - 0977809412
PY - 2005
SP - pp 495-502
AB - In West European countries natural habitats are often fragmented. In those countries fragmentation is both characterized by an increase in the number of habitat fragments and a decrease in their size, leading to animal population isolation. The geometry of linear infrastructures (e.g., roads, railways) is not so much a cause of destruction of animal habitats, but rather it acts more as a barrier between fragments. If one considers linear infrastructure as a barrier in landscapes, it is important to study biological fluxes between landscape features before deciding the final route of such infrastructures. OptiFlux development is based on the “resistance concept,” developed by G. Pain for his Ph.D. (2001) for SCETAUROUTE and the French Ministry of Environment and the Ministry of Transport. OptiFlux is an automatic GIS space analysis device. It is designed for the prediction and identification of the effects of linear infrastructure on the territorial occupation and viability of the animal populations concerned. OptiFlux can also be used to assess the relevance of fauna passages and, consequently, to optimize their final location and quantities. OptiFlux is crossing land use and environmental data, correlated with the ecological requirements of the species studied. OptiFlux is based on a population viability analysis, applying the SCETAUROUTE Arc View GIS standard. The innovative aspect of OptiFlux is its automated diagnostic approach, with the cross-relation of space and biological data. There are three direct applications for the tool: Identification of routes having least impact on wild animal population flows; Optimization of the number/location of fauna passages for the benefit of wild animals; Simulation of the positive effect of the fauna passages proposed. OptiFlux provides a preliminary approach for a quick identification of the critical areas to be taken into account for design and estimation of the infrastructure. However, it does not eliminate the need for expertise and verification of the results obtained by a field biologist. OptiFlux is a project optimization instrument, helping with the decision making process, concerning the necessity and relevance of the improvements retained. It is also a tool that provides images of future scenarios once the project is realized. OptiFlux has been tested on many species, such as Mustela lutreola, Osmoderma eremita, species of major importance in terms of the European wildlife heritage (threatened species), and Capreolus capreolus, Cervus elaphus, Sus scrofa, species encountered in the majority of projects. Several organizations have already expressed interest in this tool, such as the ONCFS (French National Hunting and Wildlife Authority), various French motorway companies, the IAURIF (Ile de France Regional Urban Planning and Development Institute), and the Direction Régionale de l’Equipement du Nord Pas de Calais.
U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW - Animal behavior
KW - Decision support systems
KW - Geographic information systems
KW - Habitat (Ecology)
KW - Land use planning
KW - Roadside fauna
KW - Spatial analysis
KW - Western Europe
KW - Wildlife
KW - Wildlife crossings
UR - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR - https://trid.trb.org/view/1359300
ER -
TY - CONF
AN - 01569068
AU - Leblanc, Yves
AU - Bolduc, François
AU - Martel, Donald
AU - North Carolina State University, Raleigh
TI - Upgrading a 144-km Section of Highway in Prime Moose Habitat: Where, Why, and How To Reduce
Moose-Vehicle Collisions
SN - 0977809412
PY - 2005
SP - pp 524-533
AB - In Quebec, as throughout North America, the number of vehicles on roads and the daily distances travelled increase continuously. At the same time, populations of moose (Alces alces) and white-tailed deer (Odocoileus virginianus) have reached unprecedented levels in this province. For example, the moose population increased from 60,000 to 100,000 animals in Quebec between 1990 and 2002. Hence, moose-vehicle collisions have increased and caused numerous human injuries and fatalities in recent years in Quebec. The main objective of the study was to identify roadway, habitat, and moose population features that correlated with the reported number of moose-vehicle collisions (MVCs) and propose measures to reduce risks to motorists. The study was implemented in the context of a planned project to upgrade a two-lane primary artery to a four-lane divided highway, located north of Québec City that bisects a wide forested area, the Laurentides Wildlife Reserve (LWR). Moose population and habitat variables were obtained from harvest, aerial inventory data, and aerial photos. Other variables were also measured from digital data layers using the ArcView GIS. Habitat suitability was computed using digital layers from ecoforestry maps and ArcView Spatial Analysis. Roadway variables were collected in the field or extracted and computed from digital layers with AutoCad and InRoads software packages. Moose-track surveys were also conducted monthly from June to September 2004 along the major conflict zone. Moose densities varied between 1.0 moose/10 km² in the center of the 144-km Highway 175 to 8 individuals/10 km² in its southern and northern portions. The authors estimated that between 573 and 860 moose were roaming within 5 km on each side of the highway in 2004. A controlled hunt and high quality habitats following forest exploitation and natural perturbations occurring within the LWR are likely to be major contributors to this growing population. The data analysis using AIC showed that four variables explained most variations in the number of MVCs among 1-km sections. These variables were (1) the slope complexity of the adjacent landscape, (2) the total length of rivers, streams, and brooks located within a 250-m buffer zone on each side, (3) the habitat suitability for forage within a buffer zone of 1 km on both sides, and (4) the proportion of steep (> 3-m high) road cuts. During fall and early winter habitat features were strongly related to the number and location of MVCs, whereas the influence of slope complexity was greater during summer. However, annual and seasonal models explained a limited amount of the variance in the number of MVCs (R² < 0.288) and could not be used efficiently to identify conflicting sections and set management priority. The longest and the most hazardous section tallied 25 km, which was surrounded by high-quality moose habitat. Track surveys in the summer of 2004 showed frequent movements across the highway, but little clustering. Because the authors could not find strong relationships between MVCs and road and habitats features, they used the numbers of recorded MVCs to delineate 5-km sections and establish actions to be taken to reduce risks. The top priority hazardous zone, which encompasses 25 km, will be fenced during the upgrading project and combined with two major underpasses.
U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW - Animal behavior
KW - Crash analysis
KW - Habitat (Ecology)
KW - High risk locations
KW - Highway safety
KW - Moose-vehicle accidents
KW - Quebec (Province)
KW - Roadside fauna
KW - Ungulates
KW - Wildlife
UR - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR - https://trid.trb.org/view/1359308
ER -
TY - CONF
AN - 01569067
AU - Braden, Anthony W
AU - Lopez, Roel R
AU - Roberts, Clay W
AU - Silvy, Nova J
AU - Owen, Catherine B
AU - Frank, Philip A
AU - Davis, Donald S
AU - North Carolina State University, Raleigh
TI - Evaluation of a Highway Improvement Project on Florida Key Deer
SN - 0977809412
PY - 2005
SP - pp 489-494
AB - Deer-vehicle collisions (DVCs) are a concern in the recovery of the endangered Florida Key deer (Odocoileus virginianus clavium) on Big Pine Key, Florida. Since the 1960s, nearly half of the total deer mortality has been attributed to DVCs; the majority of these mortalities occurring along the United States Highway 1 (US 1) corridor. In 2002, the Florida Department of Transportation completed modifications to a 2.6-km segment of the US 1 corridor that included fencing, experimental deer guards, and underpasses designed to prevent deer entry into the roadway and minimize DVCs. The authors evaluated the effectiveness of highway modifications in reducing Key deer-vehicle collisions pre- and post-project using long-term mortality data. Overall US 1 DVCs remained unchanged due to DVC increases along the unfenced section of US 1 on Big Pine Key; even though highway modifications (i.e., deer guards, fencing, and underpasses) reduced Key deer-vehicle collisions by 83–95 percent both post-project years. Experimental deer guards minimized deer crossings to six deer crossings the first post-project year and three crossings the second year. As a result, the authors recommend experimental deer guards in combination with fencing (and underpasses when applicable) can benefit wildlife in urban/suburban settings while maintaining human safety.
U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW - Animal vehicle collisions
KW - Big Pine Key (Florida)
KW - Deer
KW - Endangered species
KW - Environmental protection
KW - Fences
KW - Highway corridors
KW - Highway safety
KW - Wildlife crossings
UR - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR - https://trid.trb.org/view/1359298
ER -
TY - CONF
AN - 01569066
AU - Gunson, Kari E
AU - Chruszcz, Bryan
AU - Clevenger, Anthony P
AU - North Carolina State University, Raleigh
TI - What Features of the Landscape and Highway Influence Ungulate Vehicle Collisions in the Watersheds of the Central Canadian Rocky Mountains: A Fine-Scale Perspective?
SN - 0977809412
PY - 2005
SP - pp 545-556
AB - Wildlife-vehicle collisions represent an additive source of mortality to wildlife populations, in addition to other mortality, such as predation and disease. The trends of increasing traffic volumes and road densities will only magnify the mortality impacts of roads on large mammals and other vertebrates. In this study, the authors examined the descriptive and spatial aspects of ungulate-vehicle collisions (UVCs) in the Central Canadian Rocky Mountains (CCRMs). They then specifically addressed the landscape and highway characteristics associated with the UVCs in four major watersheds: the Bow Valley, Kananaskis Valley, Kicking Horse Valley, and Kootenay Valley, each with differing road-types, topography, and habitat. The authors grouped the factors associated with vehicle collisions into three groups: combined, landscape-animal, and highway-vehicular-animal. The combined model included all variables, the landscape-animal model included factors that influence whether an animal makes it to the roadway, and the road-vehicular model included factors that influence the probability of an interaction between the animal and the vehicle. Between 1999 and 2003 all kill sites were initially measured with a Global Positioning System (GPS) (accuracy <3 m) and later revisited to measure all field measurements. Many other studies have looked at the factors associated with wildlife vehicle collisions; however, this study is unique in that the authors were able to revisit exact collision sites (accuracy <10 m). There were a total of 546 ungulate mortalities on all highways in the watershed with the majority occurring in the Bow Valley followed by the Kicking Horse Valley, and Kananaskis Valley, and the least occurring in Kootenay Valley. The distribution of kills was correlated with the traffic volumes on each road-type. Further, UVC distributions differed significantly from random distributions along all road types in each watershed. Type of habitat was the most important variable in explaining UVCs in the combined, landscape and Bow watershed models. UVCs were less likely to occur in open water, rock, and closed coniferous forest relative to open habitat. The proportion of open vegetation in the Bow Valley positively influenced wildlife mortality, while in the Kicking Horse watershed it negatively influenced mortality. Width and traffic volume were significantly positively correlated with the occurrence of UVCs in the combined model and Bow model, respectively. Elevation was a significant factor in the combined, landscape, Bow, and Kootenay watersheds, having a negative correlation on ungulate mortality. The proportion of open habitat positively contributed to kills in the Bow; whereas, it negatively influenced kills in the Kicking Horse. The three grouped models were ranked differently in their ability to predict the observed likelihood for UVCs. The combined model was the most important model in predicting the occurrence of UVCs, followed by the landscape model, and lastly the road-vehicular-animal model. The findings show that kills do not occur randomly in the landscape. Different scales of analysis, i.e., ecoregion or watershed perspective, can influence which variables are important in contributing to the spatial distribution of UVCs. Further, different groups of variables, i.e., roads and motorist related factors, or landscape and animal behavior factors, may contribute differently to the spatial occurrence of UVCs. The factors contributing to UVCs along each landscape and highway are critical for developing knowledge-based mitigation for reducing effects of vehicle collisions on large animal populations and increasing public safety on highways.
U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW - Animal vehicle collisions
KW - Canada
KW - Crash causes
KW - Crash characteristics
KW - Ecosystems
KW - High risk locations
KW - Mountain roads
KW - Road kill
KW - Rocky Mountains
KW - Ungulates
KW - Watersheds
UR - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR - https://trid.trb.org/view/1359317
ER -
TY - CONF
AN - 01569065
AU - Dodd, Norris L
AU - Gagnon, Jeffrey W
AU - Boe, Susan
AU - Schweinsburg, Raymond E
AU - North Carolina State University, Raleigh
TI - Characteristics of Elk-Vehicle Collisions and Comparison to GPS-Determined Highway Crossing Patterns
SN - 0977809412
PY - 2005
SP - pp 461-477
AB - The authors assessed spatial and temporal patterns of elk (Cervus elaphus nelsoni) collisions with vehicles from 1994-2004 (n = 456) along a 30-km stretch of highway in central Arizona, currently being reconstructed in five sections with 11 wildlife underpasses, 6 bridges, and associated ungulate-proof fencing. They used Global Positioning System (GPS) telemetry to assess spatial and temporal patterns of elk highway crossings and compare to elk-vehicle collision (EVC) patterns. Annual EVC were related to traffic volume and elk population levels (r² = 0.750). EVC occurred in a non-random pattern. Mean before-construction EVC (4.5/year) were lower than EVC on sections under construction (12.4 EVC/year). On the only completed section, EVC did not differ among before-, during-, and after-construction classes, even though mean traffic volume increased 67 percent from before- to after-construction levels, pointing to the benefit of three passage structures and fencing. On one section under construction, EVC increased 2.5x when fencing associated with seven passage structures was incomplete; EVC dropped dramatically once fencing was completed. The authors accrued 101,506 fixes from 33 elk (25 females, 8 males) fitted with GPS collars May 2002-April 2004. Elk crossed the highway 3,057 times (mean = 92.6/elk) in a non-random pattern. The authors compared EVC and crossings at five scales; the strongest relationship was at the highway section scale (r² = 0.942). Strength of the relationship and management utility were optimized at the 1.0-km scale (r² = 0.701). EVC frequency was associated with proximity to riparian-meadow habitats adjacent to the highway at the section (r² = 0.962) and 1.0 km (r² = 0.596) scales. Though both fall EVC and crossings exceeded expected levels, the proportion of EVC in September-November (49%) exceeded the proportion of crossings and coincided with the breeding season, migration of elk from summer, and high use of riparian-meadow habitats adjacent to the highway. The proportion of EVC and crossings by day did not differ; both reflected avoidance of crossing the highway during periods of highest traffic volume. Though traffic volume was highest from Thursday-Saturday, the proportion of EVC was below expected. A higher proportion of EVC (59%) occurred relative to crossings (33%) in the evening hours (17:00-23:00); 34 percent of EVC occurred within a one-hour departure of sunset, and 55.5 percent within a two-hour departure. EVC data are valuable in developing strategies to maintain permeability and increase highway safety including selecting locations of passage structures.
U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW - Animal behavior
KW - Animal vehicle collisions
KW - Arizona
KW - Crash characteristics
KW - Crash locations
KW - Elk
KW - Global Positioning System
KW - Roadside fauna
KW - Ungulates
KW - Wildlife
UR - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR - https://trid.trb.org/view/1359293
ER -
TY - CONF
AN - 01569064
AU - Huijser, Marcel P
AU - Camel, Whisper
AU - Hardy, Amanda
AU - North Carolina State University, Raleigh
TI - Reliability of the Animal Detection System Along US Hwy 191 in Yellowstone National Park, Montana, USA
SN - 0977809412
PY - 2005
SP - pp 509-523
AB - Animal detection systems use high-tech equipment to detect large animals when they approach the road. Once a large animal is detected, warning signs are activated urging drivers to reduce their vehicle speed, be more alert, or both. Lower vehicle speed and increased alertness may then lead to fewer and less severe collisions with, for example, deer (Odocoileus sp.), elk (Cervus elaphus), or moose (Alces alces)). For this study, the authors investigated the reliability of the animal detection system installed along US Hwy 191 in Yellowstone National Park, Montana, USA. The system was designed to detect elk and stored all detection data, including the detection zone in which the detection occurred, and a date and time stamp. Interpretation of the detection data suggested that at least 47 percent of all detections were related to animals crossing the road. However, animals walking in the right-of-way or medium-sized mammals (e.g., coyotes, Canis latrans) do not generate a clear detection pattern, and were, therefore, classified as “unclear.” Therefore, the 47 percent should be regarded as a minimum estimate. The timing and direction of travel of crossing events, indicated by detections on opposite sides of the road, matched local knowledge about the behavior of the elk, suggesting that the system was able to detect large animals, specifically elk, and that the data were interpreted correctly. The authors also compared the spatial distribution of the crossing events with snow tracking data. The spatial distribution of the crossing events and elk tracks showed a close match, again suggesting that the system was able to detect elk, and that the data were interpreted correctly. Almost 87 percent of all elk crossings recorded through snow tracking could be linked to a crossing event detected by the system. However, medium-sized mammal species, such as coyotes and wolves (Canis lupus), were not or rarely detected. Furthermore, the authors identified the presence and location of blind spots (potentially 17.8% of the total length covered by the sensors). Blind spots were defined as locations where the system failed to detect a human crossing between the sensors. Most of the blind spots were due to curves and slopes that caused the detection beam to shoot too high above the ground. The total time for which the flashing warning lights would have been activated was estimated at one hour and 13 minutes per day, a marked difference compared to permanently activated warning signs. Most crossing events (72.6%) were completed within three minutes, and the median duration of a crossing event was one minute and 29 seconds. If the warning signs would be activated for three minutes after the last detection, the signs would have been continuously activated for 88.1 percent of all detection intervals (i.e., time between consecutive detections) during crossing events. Similarly, 78.1 percent of all crossing events would have had the warning signs continuously activated while the crossing was in process. The authors conclude that the system reliably detects large animals, especially elk, but the system does not detect all elk that cross the road, e.g., because of blind spots. In addition, a three-minute activation period for the warning signs appears to be a good balance between keeping the signs turned on while elk are in the process of crossing the road, and not presenting drivers with activated warning signs longer than necessary.
U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW - Detection and identification systems
KW - Elk
KW - Highway safety
KW - Montana
KW - Reliability
KW - Roadside fauna
KW - Sensors
KW - Warning signals
KW - Warning signs
KW - Wildlife
KW - Yellowstone National Park
UR - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR - https://trid.trb.org/view/1359304
ER -
TY - CONF
AN - 01568769
AU - Wray, Stephanie
AU - Reason, Paola
AU - Wells, David
AU - Cresswell, Warren
AU - Walker, Hannah
AU - North Carolina State University, Raleigh
TI - Design, Installation, and Monitoring of Safe Crossing Points for Bats on a New Highway Scheme in Wales
SN - 0977809412
PY - 2005
SP - pp 369-379
AB - The greater horseshoe bat (Rhinolophus Ferrumequinum) is strictly protected under European Union (EU) and United Kingdom (UK) legislation. This serves to ensure that the species (as well as its roosting sites and feeding habitat) receives strict protection and that appropriate monitoring of populations will be undertaken. The Milton-Carew-Sageston area of West Wales (UK) has been shown to be utilized by much of the Welsh population of greater horseshoe bats. Potentially, therefore, anything which significantly affects this area could have an important impact upon the survival of this population. A proposed road scheme, the A477 Sageston to Redberth Bypass, was to pass through a mosaic of pasture, hedgerows, marshy stream courses, and small woodlands, which constitutes near optimal foraging habitat and dispersal routes for bats. Greater horseshoe bats had been shown to cross the existing road in several locations, and there were known to be nine principal greater horseshoe bat roosts within 2.5 km of the study area. In order to reduce the likelihood of the bats being killed on the new road, it was necessary to discourage the bats from foraging along the road verge, while simultaneously providing safe and attractive crossing points, at locations where the bats were already known to cross the route of the proposed road. This involved: (i) the maintenance of attractive linear features (lines of trees, hedgerows, etc.) perpendicular to the route to lure the bats away from the road; (ii) a relatively wide verge of poor quality habitat (e.g., amenity grassland, hard standing, etc.) directly adjacent to the carriageway (and for some distance along it) to discourage the bats from foraging along the road; (iii) safe crossing points at culverts underneath the road on the alignment of existing flight lines; and (iv) the omission or alteration of street lighting at crossing points to be retained so that these areas remain in relative darkness. The exact location of the tunnels, the planting leading to them, and the engineering design of the tunnel approaches were developed by an integrated team of ecologists and engineers. The measures were installed in 2002, and the road opened to traffic in 2003. The success of the mitigation measures have been monitored through bat activity surveys in 2003 and 2004, and the tunnels are proving to be extremely effective in allowing bats to cross the road safely. No records of bat/vehicle collisions have been recorded. Information is also provided on other schemes in Wales which have involved the provision of safe crossing points and mitigation for horseshoe bats.
U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW - Bats
KW - Bypasses
KW - Endangered species
KW - Environmental protection
KW - Habitat (Ecology)
KW - Roadside fauna
KW - Wales
KW - Wildlife
KW - Wildlife crossings
UR - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR - https://trid.trb.org/view/1359217
ER -
TY - CONF
AN - 01568768
AU - Donaldson, Bridget M
AU - North Carolina State University, Raleigh
TI - Use of Highway Underpasses by Large Mammals and Other Wildlife in Virginia and Factors Influencing
Their Effectiveness
SN - 0977809412
PY - 2005
SP - pp 433-441
AB - The rapid increase in animal-vehicle collisions on U.S. roadways is a growing concern in terms of human safety, property damage and injury costs, and viability of wildlife populations. Wildlife crossing structures are gaining national recognition by transportation agencies as effective measures to reduce animal-vehicle collisions and connect wildlife habitats across transportation corridors. In Virginia, white-tailed deer and black bear pose the highest risk. This one-year study was conducted to monitor various underpass structures in Virginia to determine the structural and location attributes that make a crossing successful in terms of use by large mammals. The underpasses, most of which were not specifically designed as wildlife crossings, consist of box culverts and bridges of varying sizes. Remote cameras installed at seven underpass sites in Virginia have recorded more than 2,700 wildlife photographs and documented 1,107 white-tailed deer crossings in the most heavily used structures. Underpasses with a minimum height of 12 ft were successful at facilitating deer passage. Such structures were also heavily used by a variety of wildlife species, including coyote, red fox, raccoon, groundhog, and opossum. Structures with drainages that mimic natural waterways can encourage use by a diversity of terrestrial, semi-aquatic, and aquatic species. This report provides guidance in choosing cost-effective underpass design and location features that are necessary to consider to increase motorist safety and habitat connectivity. The findings also demonstrate that if only a minimal number of deer-vehicle collisions is prevented by an effective underpass, the savings in property damage alone can outweigh the construction costs of the structure.
U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW - Animal behavior
KW - Cost effectiveness
KW - Culverts
KW - Habitat (Ecology)
KW - Mammals
KW - Virginia
KW - Wildlife
KW - Wildlife crossings
UR - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR - https://trid.trb.org/view/1359226
ER -
TY - CONF
AN - 01568767
AU - Cramer, P C
AU - Bissonette, John A
AU - North Carolina State University, Raleigh
TI - Wildlife Crossings in North America: The State of the Science and Practice
SN - 0977809412
PY - 2005
SP - pp 442-447
AB - In this paper the authors present results from a telephone survey as part of a National Cooperative Highway Research Program (NCHRP) project, Evaluation of the Use and Effectiveness of Wildlife Crossings (NCHRP 25-27). Specifically, they present a summary of North American efforts to mitigate road effects for wildlife. The authors stress the need to provide multiple wildlife passages along transportation corridors to begin to accommodate the movement of the full complement of species in an area. They surveyed over 250 transportation professionals in the United States and Canada by telephone to learn more about efforts to make roads more permeable for wildlife. They asked questions about both the practice and science associated with road ecology. Participants employed by agencies, private organizations, and academic institutions answered questions concerning wildlife crossings, planning for wildlife and ecosystems, animal-vehicle collision information, and past, current, and future research activities related to roads and wildlife. As of September 2005, they found that there were at least 460 terrestrial and 300 aquatic crossings in North America. Trends in practice over time since wildlife passages began to be installed in the 1970s appear to show an increased number of target species in mitigation projects, increased numbers of endangered species used as target species for mitigation, increasing involvement of municipal and state agencies, an increase in the number of passages and accompanying structures constructed, and a continent-wide trend of neglect of maintenance of these passages. The trends in the science revealed a tendency for a broadening of the scope of research in terms of the number of species considered, an increase in the length of time monitoring projects were conducted, and an increase in the number of participants in scientific monitoring of mitigation projects and in general road ecology research. There are several projects in North America where multiple crossings have been or will be installed to accommodate a large suite of species and their movement needs. These include Alberta’s Trans Canada Highway mitigation efforts, Montana’s U.S. Highway 93 mitigation projects, Arizona’s projects along U.S. 93 and on State Route 260, Florida’s I-75 Alligator Alley project, and Vermont’s future Route 78 and US 7-SR 9 projects. These projects may be models for how road construction activities can increase the permeability of the roaded landscape. The authors also present recommendations to assist in the research, design, placement, monitoring, and maintenance of crossings. They summarize the state of the practice and science of road ecology with respect to wildlife with suggestions to increase permeability of transportation corridors, and to increase communication and cooperation among those who would be involved in the mitigation of roads and other travel corridors.
U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW - Ecology
KW - Environmental protection
KW - Highway corridors
KW - North America
KW - State of the art
KW - State of the practice
KW - Surveys
KW - Wildlife crossings
UR - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR - https://trid.trb.org/view/1359227
ER -
TY - CONF
AN - 01568766
AU - Brodziewska, Jadwiga
AU - North Carolina State University, Raleigh
TI - Wildlife Tunnels and Fauna Bridges in Poland: Past, Present and Future, 1997-2013
SN - 0977809412
PY - 2005
SP - pp 448-460
AB - In Poland the road and rail network crosses many sensitive areas, such as national parks, landscape parks, wildlife reserves, landscape protection areas and Natura 2000 sites, i.e., the protected area system of the European Union, because of road density, high landscape diversity, and its mosaic pattern. As a consequence of Poland joining the European Union in 2004, many changes have happened and are still happening all over the country, especially in building new roads and railway lines. The harmonization of the Polish legal system with the EU directives required the improvement of environmental legislation making the monitoring before and after the building of such constructions necessary together with the preparation of environmental assessment studies. The animal migration problem has become one of the most important barriers in the decision-making process on where to build new roads and improve others. According to the previous plans, most of the roads that should have become expressways or highways of national or international importance also bring higher traffic and driving speed in those areas. As a consequence, the risk of collisions became higher and many motorists died in fatal accidents. On average, on the 160-km A2 highway running from Nowy Tomyśl to Konin, 40 accidents with mammals were recorded in one month in 2003. The consciousness of the society grew enormously following these events, and it also urged the appropriate governmental institutions, as well as private companies, investors, and non-governmental organizations, to study animals along the roads all over the country, with special attention to their movement. As a first step toward solving this problem, the identification of animal migration routes became an important task. Besides large species that can cause the death of the driver when colliding with a car (such as elk, deer, wild boar), several smaller animals (such as fox, badger, amphibians or reptiles) with vulnerable populations in the surveyed area were also studied, and the building of passages and bridges for wildlife has become not only an obligation but also a necessity both at the constructor as well as at the social level. Since 1997 more than ten overpasses and one underpass were built for large mammals (elk, deer, wolf, wild boar) in Poland. They are located along the E65 international road, Katowice - Kraków and the Przylesie - Nowogowczyce sections of the A4 highway, Poznan - Nowy Tomyśl and Nowy Tomyśl - Konin sections of the A2 highway, Stryszek- Białe Błota section of the no. 10. national road, and Komorniki - Stęszewo section of the no. 5. national road. The decision about the exact location of the game bridges and the game passage was made after detailed interviews with national park officials and foresters, in addition to the results of field work. The monitoring of the effectiveness of these constructions revealed a lot of mistakes and often proved no use of the mitigation measures by the target animals. The main reasons for non-functioning were too-small dimensions, especially width in all of game bridges; lack of screens separating the animals from noise; vibration, light and visual disturbances, no or not enough vegetation on the bridges; lack of guiding structures leading the animals to the passages; and lack of fences along the road. As a consequence of such results, mitigation measures were improved and maintained better. For small mammals, amphibians, and reptiles, nine underpasses were built in 2004 along the Budzisko - Augustów section of the international road called Via Baltica, Jeleniów section of the local road next to the E67 international road, and Chabówka - Rdzawka section of the E 47 expressway. The decision about where to put tunnels was made on the basis of field research (day and night transects, the sound monitoring of amphibians, and amphibian breeding sides investigations) made by national park staff, private companies, and volunteers. The follow-up monitoring of these structures showed that the effectiveness of the tunnels with guiding structures is nearly 100 percent for amphibians and reptiles and 85 percent for small mammals. In the following nine years (2005-2013) several more wildlife passages will be built on Polish roads along the Łódź - Częstochowa section of the A1 highway, Przylesie - Prądy section of the A4 highway, Rosnówek section of the no. 5. national road, Zywiec - Zwardoń section of the S69 international road, Wyszków - Skuszew section of the no. 8. national road, and Poznań - Kórnik section of the no. 11. national road. From among these constructions the most important passages will be along the Zywiec – Zwardoń section of the S69 international road, as they will be aimed to protect wildlife of international importance (bears, lynx, and wolves).
U1 - 2005 International Conference on Ecology and Transportation (ICOET 2005)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyWashington State Department of TransportationFlorida Department of TransportationThe Humane Society of the United StatesDefenders of WildlifeNorth Carolina State University, RaleighSan Diego,California,United States StartDate:20050829 EndDate:20050905 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Washington State Department of Transportation, Florida Department of Transportation, The Humane Society of the United States, Defenders of Wildlife, North Carolina State University, Raleigh
KW - Animal migrations
KW - Environmental policy
KW - Environmental protection
KW - Habitat (Ecology)
KW - Poland
KW - Roadside fauna
KW - Wildlife
KW - Wildlife crossings
UR - http://www.icoet.net/ICOET_2005/05proceedings_directory.asp
UR - http://www.icoet.net/ICOET_2005/proceedings/2005ICOETProceedingWeb.pdf
UR - https://trid.trb.org/view/1359228
ER -